JPH0764270B2 - Front and rear wheel steering system used in automobiles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front-rear wheel steering system used in an automobile in which rear wheels are steered in relation to steering front wheels.

BACKGROUND ART In recent years, in automobiles, front and rear wheels are steered to steer front wheels and rear wheels, and there is a tendency to improve steering stability and small turning performance.

In the front and rear wheel steering, a computer controls front power steering and rear power steering to steer the front and rear wheels in phase and in opposite phase, and to change the steering angle ratio between the front and rear wheels. Since it can be changed, the steering system becomes quite complicated and the manufacturing cost is high.

An object of the present invention is to prevent the steering system from becoming complicated, to make it possible to steer the front wheels and the rear wheels in the same phase and opposite phases according to the vehicle speed, and to change the steering angle ratio between the front wheels and the rear wheels. It can be changed and is used in vehicles where it improves maneuverability when the vehicle is running at low speed and improves steering stability when the vehicle is running at high speed. It is to provide front and rear wheel steering system.

SUMMARY OF THE INVENTION AND CONTENTS OF CLAIMED INVENTION Concerning the above-mentioned problems, in relation to the above-mentioned problems, a front and rear wheel steering system used in a vehicle according to the present invention is a front steering for steering front wheels and a rear power for steering rear wheels. A reverse-phase crank that is provided with steering and the rear-wheel steering angle control device is swingably supported in the front-rear direction on the chassis side at an appropriate position between the front steering and the rear power steering. , An in-phase lever that is swingably supported in the front-rear direction at the tip of the anti-phase crank, and that connects the connection position of the cable end to the other end side so as to be movable in the lever length direction, and its anti-phase crank. And a pair of stoppers for restricting the swing range of the in-phase lever, and between the chassis side and the reverse-phase crank, Then, when traveling at high speed, it was assembled with a neutral positioner that holds the anti-phase crank in the neutral position, and a front control cable connects the output side of the front steering to one end of the in-phase lever, and A rear control cable is constructed where the connecting position of its cable end is movable in the lever length direction and the control valve of its rear power steering is connected to the other end of its in-phase lever. , And, in other words, when the vehicle runs at low speed, in other words, when the front wheels are steered greatly, the rear wheels are steered largely in antiphase to the front wheels, and in other words, when the vehicle runs at high speed. For example, when the front wheels are steered small,
It enables the rear wheels to be steered in the same phase as the front wheels, and also to change the steering angle ratio between the front wheels and the rear wheels.

Description of specific examples Hereinafter, specific examples of the front and rear wheel steering systems used in the vehicle of the present invention will be described with reference to the drawings.

1 to 5 show a specific example 10 of the front and rear wheel steering system used in the automobile of the present invention which is applied to the rear biaxial type bus 80.

The front and rear wheel steering system 10 is the front steering 11
And a rear power steering 12, a rear wheel steering angle control device 13, a front control cable 14, and a rear control cable 15 are manufactured.
The front steering 11 steers a pair of front wheels 85, 86 rotatably supported by a pair of front wheel shafts 83, 84 swingably connected to both ends of a front axle 82, and at the same time,
The rear power steering 12 steers a pair of rear rear wheels 98, 99 rotatably supported by a pair of rear wheel axles 96, 97 swingably connected to both ends of the rear axle 85, and at that time, If the bus 80 is driven at a low speed, that is, if the front steering wheel 11 steers the front wheels 85, 86 greatly, then the wheel steering angle control device 13 determines that the wheels 98, 99 are the ones after that. The rear power steering 12 is controlled so that the front wheels 85, 86 are steered largely in the opposite phase,
Further, if the bus 80 is driven at high speed, that is, if the front steering 11 steers the front wheels 85, 86 small, then the wheels 98, 99 are subsequently moved to the front wheels 85, 86.
The rear power steering 12 is controlled so as to steer a small amount in phase with 86. Of course, after that 95 axles
Is arranged behind the rear front axle 90 which rotatably supports the rear front wheels 91, 92, 93, 94 at both ends.

The front steering 11 includes a steering wheel 20, a steering shaft 21, a steering gear box 22, a center shaft 23, a pitman arm 24, a drag link 25 and a knuckle arm 26.
It was configured with manual steering including.

In addition, the front steering 11 has 85,8 front wheels.
In the bus 80, 6 is rotatably supported by front wheel shafts 83 and 84 swingably connected to both ends of a front axle 82 arranged in front of a chassis 81 via a knuckle and a king pin. Therefore, the knuckle arm 26 is connected to the knuckle so that the front wheels 85 and 86 can be steered. Of course, the front wheel shafts 83, 84 are connected to each other by a tie rod 87 and a pair of tie rod arms 88, 89 so that they can be interlocked.

The rear power steering 12 includes a booster 27, a control valve 28, an oil pump (not shown),
And an oil reservoir (not shown), which are connected to a hydraulic circuit by a supply hydraulic line (not shown) and a return hydraulic line (not shown).

The rear power steering 12 also allows the wheels 98 and 99 to be swung on the bus 80 via knuckles and king pins on both ends of the axle 95 on the rear of the chassis 81 behind the chassis 81. The rear wheel shafts 96, 97 connected to the rear wheel shafts 96, 97 are rotatably supported, and the rear wheel shafts 96, 97 are rotatably connected to each other by the tie rod 100 and the pair of tie rod arms 101, 102. Cylinder body 29 of that knuckle arm
The piston rod 30 of the booster 27 is pivotally connected to 103, and the piston rod 30 of the booster 27 is then pivotally connected to the bracket 31 of the axle 95 so that the wheels 98 and 99 can be steered thereafter.

The booster 27 incorporates the valve body 32 of the control valve 28 and the control valve 28.
Cylinder body having a cylinder bore (not shown) communicating with a pair of oil ports (not shown) that are switched and connected to the three cylinder ports (not shown)
29, a piston that is fitted in the cylinder bore so as to be able to slide back and forth, and that defines a pair of cylinder chambers (not shown) connected to the oil ports in the cylinder bore (see FIG. (Not shown) and a piston rod 30 whose one end is fixed to the piston, and the other end of the rod cover of the cylinder body 29 is extended so that it can be inserted and removed. Knuckle arm 103 with its knuckle on the head cover
And the other end of its piston rod 30 is then pivotally connected to the bracket 31 of the axle 95.

In that booster 27 so configured and pivotally connected between the knuckle arm 103 of the knuckle and the bracket 31 of the axle 95 thereafter, the movement of the piston causes its cylinder body 29 and piston It becomes the movement of the rod 30 and, in cooperation with the tie rod 100 and the tie rod arms 101, 102, is subsequently transmitted to the wheels 98, 99, and thus its booster 27.
Then steers wheels 98,99.

The control valve 28 is manufactured as a spool valve, is assembled to the cylinder body 29 of the booster 27, and controls the steering of the wheels 98 and 99 after that in response to the steering of the front steering 11. A valve switching operation is performed by the wheel steering angle control device 13, the direction of the pressure oil discharged from the oil pump is controlled, the pressure oil is supplied to the booster 27, and at the same time, the oil reservoir from the booster 27 is supplied. Return the pressure oil to.

This control valve 28 has a valve body 32 attached to a cylinder body 29 of the booster 27,
A spool (not shown) reciprocally slidably disposed in a spool bore (not shown) of the valve body 32, the spool being reciprocally slid into the spool bore, A pump port (not shown) and a tank port (not shown) formed in the body 32
Similarly, the booster 27 is switched and connected to the three cylinder ports formed in the valve body 32.
The pressure oil flowing to the pair of cylinder chambers is switched, and the direction of the pressure oil returned from the cylinder chamber to the oil reservoir is controlled in accordance with the switching operation.

The spool is threaded through a hole (not shown) in the valve body 32 to connect the tip of a spool shaft 33 that extends into the spool bore. Of course, since the spool shaft 33 is connected to the rear wheel steering angle control device 13 by the rear control cable 15, the spool is connected to the front steering wheel 11.
The rear wheel steering angle control device 13, which determines the steering of the wheels 98 and 99 thereafter, is reciprocally slid into the spool / bore.

The oil pump is manufactured in the same way as the oil pump used for a normal power steering, and is arranged in the supply side hydraulic pipe.

The oil pump is driven by a diesel engine (not shown) mounted on the bus 80, sucks oil from its oil reservoir, pressurizes it, and is approximately proportional to the rotation speed of the diesel engine. The discharge amount of the pressure oil is obtained.

The rear wheel steering angle control device 13 sets the rear wheel steering angle in the relationship between the front wheel steering angle shown in FIG. 3 and the rear wheel steering angle characteristic curve (f) with respect to the Ackermann theoretical turning line (g),
More specifically, at low speed, in the so-called large steering angle region (A), the rear wheel steering angle is in the opposite phase to the front wheel steering angle to reduce the minimum turning radius of the bus 80. In addition, when traveling at high speed, the so-called small steering angle region (B)
Then, the steering input of the rear power steering 12 that makes the turning of the bus 80 tend to understeer with the rear wheel steering angle in phase with the front wheel steering angle is determined. As you can see from Figure 2, its front
An anti-phase crank 35 supported by a base plate 34 screwed to the chassis 81 at an appropriate position between the steering 11 and its rear power steering 12 so as to be swingable in the front-rear direction, and an anti-phase crank 35 thereof. An in-phase lever 36, which is swingably supported in the front-rear direction at the tip of 35, and connects the connecting position of the cable end to the other end side so as to be movable in the lever length direction, and the tip of the opposite-phase crank 35 And a pair of stoppers 37 and 38 for restricting the swing range of the in-phase lever 36, and between the chassis side and the reverse-phase crank 35, and at the time of high-speed traveling, the reverse It is assembled with a neutral positioner 39 that holds the phase crank 35 in a neutral position.

The rear wheel steering angle control device 13 thus assembled is
Since the base plate 34 is screwed to the chassis 81 at an appropriate position between the front steering 11 and the rear power steering 12, that is, a predetermined position, the base plate 34 is Is located in.

The anti-phase crank 35 is rotatably supported by a column pin 40 protruding from the base plate 34 and is swingably arranged in the chassis 81 in the front-rear direction, as can be seen from FIG. In addition, the tip is formed into a fan shape, and the fan-shaped tip 41 has the same phase lever 36 and a pair of stoppers.
37,38 are arranged. That is, the fan-shaped tip 41 is
A bearing hole (not shown) is formed, and a support pin 43 is fitted into the bearing hole to rotatably support the support pin 43, and the in-phase lever 36 is attached to the support pin 43. Further, the fan-shaped tip 41 has arcuate slots 42 concentrically formed on the tip side of the bearing hole, and the pair of stoppers are provided in the arcuate slots 42.
37 and 38 are movably attached. Of course, the arcuate elongated hole 42 has a length sufficient to allow the movement of the pair of stoppers 37, 38 for restricting the swing range of the in-phase lever 36.

The in-phase lever 36 is supported at the tip of the anti-phase crank 35 so as to be swingable in the front-rear direction, and the connecting end of the cable end is connected to the other end side so as to be movable in the lever length direction. .

Specifically, the in-phase lever 36 has a substantially lever middle fixed to the support pin 43, and is supported by the support pin 43.
The anti-phase crank 35 is swingably supported.

The in-phase lever 36 forms an arc-shaped elongated hole 46 extending from the one end 44 side to the other end 45 beyond the position where the support pin 43 is attached, and the one end 44 side is formed with the pair of stoppers.
It is located between 37 and 38, and its front control cable 14 is connected to its one end 44, and it is slid along the arcuate slot 46 so that the mounting position, that is, the connecting position can be moved. The rear control cable 15 is connected to the other end 45, and when the bus 80 travels at low speed and at high speed, it is transmitted by the front control cable 14 in the relationship shown in FIG. The steering output of the front steering 11 is converted into the steering input of the rear power steering 12, and the steering input is transmitted to the rear control cable 15.

The pair of stoppers 37, 38 are embodied as variable stoppers, and the pair of variable stoppers 38 includes pins 47, 48 threaded on one end side and the pins 47, 48 for the antiphase crank.
It is composed of nuts 49, 50, 51, 52 which are fastened to the fan-shaped tip 41 of 35.

Therefore, the pair of variable stoppers 37, 38 has pins 47,
Pre-join nuts 49, 50 to one end side of 48, and then the nuts 49, 50
Insert one end side of the pins 47, 48 into the arcuate slot 42 of the fan-shaped tip 41 until 50 hits the upper surface of the anti-phase crank 35, and project the pins 47, 48 protruding from the lower surface of the anti-phase crank 35. Nuts 51 and 52 are coupled to the tips of the nuts, and the nuts are tightened and attached to the fan-shaped tip 41 of the antiphase crank 35. Of course, in the pair of variable stoppers 37 and 38, the pins 47 and 48 are symmetrically separated from the center of the anti-phase crank 35 and attached to the fan-shaped tip 41 of the anti-phase crank 35, and the in-phase lever 36 thereof is attached. Determines the swing range of.

The neutral positioner 39 includes a housing 53,
A rod 54 slidably supported in the housing 53
And a centering spring 55, and its housing 53 is screwed to its base plate 34 at the root side of its antiphase crank 35, while its rod 54 is attached to its antiphase crank 35 bracket.
When the bus 80 is driven at a high speed by being connected to 64, it blocks the movement of the anti-phase crank 35 in the so-called small steering angle region (B) and keeps the anti-phase crank 35 in the neutral position. To do.

The housing 53 is composed of a cylindrical housing body 56 having one end opened, and a rod cover 58 screwed to the opening of the housing body 56. A spring chamber 59 is formed inside the housing 53.

Both ends of the rod 54 are end walls 57 of the housing body 56.
Also, the rod cover 58 is extended outward through the holes 60 and 61, is reciprocally slidably held in its housing 53, and is connected at one end thereof to the bracket 64 of the antiphase crank 35.

In addition, the rod 54 is processed into a stepped rod with one end side thickened, and the stepped portion is
The seat is at one end of the spring 55.

The centering spring 55 is composed of a thick winding portion 62 and a thin winding portion 63, the thick winding portion 62 is fitted in a spring chamber 59 of the housing 53, and the tip of the thin winding portion 63 is attached to the rod 54. It is stopped at the other end to return the rod 54 to its original position.

The front control cable 14 consists of a front outer cable 65 and a front inner cable 66, which are fastened to the chassis 81 with a plurality of clips (not shown), It is located on chassis 81.

In particular, the rear end of the front outer cable 65 is supported by the cable end bracket 67 arranged on the base plate 34 of the rear wheel steering angle control device 13.

Its front inner cable 66 extends at both ends from both ends of its front outer cable 65, connects its tip to its Pitman arm 24, and pins its rear end to one end 44 of its in-phase lever 36. Connected via 68,
The steering output of the front steering 11 can be transmitted to the rear wheel steering angle control device 13.

The rear control cable 15 is similar to the front control cable 14 in the rear outer cable.
It consists of cable 69 and rear inner cable 70,
The rear outer cable 69 is arranged on the chassis 81 by being fastened to the chassis 81 with a plurality of clips (not shown).

Further, the rear outer cable 69 has its tip end supported by a cable end bracket 71 arranged on the base plate 34 of the rear wheel steering angle control device 13.

On the other hand, the rear inner cable 70 has both ends extending from both ends of the rear outer cable 69, the front end is connected to the other end 45 of the in-phase lever 36 via the pin 72, and the rear end. To the control valve 28 of the rear power steering 12 and the rear wheel steering angle control device.
The steering input determined in 13 is applied to the control valve 28
Can be transmitted to.

Particularly, when the tip of the rear inner cable 70 is connected to the other end 45 of the in-phase lever 36, the pin 72 is slidably fitted in the arc-shaped elongated hole 46 of the in-phase lever 36, Further, it is fastened with a nut (not shown) and fixed to the in-phase lever 36.

Further, the rear inner cable 70 connects the rear end to the spool shaft 33 of the control valve 28, and then transmits the steering input determined by the wheel steering angle control device 13 to the spool shaft 33. , The spool shaft 33 moves the spool into the spool bore of the valve body 32.

Next, the steering by the front and rear wheel steering system 10 configured as described above will be described in relation to the traveling state of the bus 80.
If the bus 80 tries to turn to the right along the road at low speed, the steering wheel 20 is turned to the right.

As such, if the steering wheel 20 is rotated to the right, the movement of the steering wheel 20 will pass through the steering shaft 21, steering gear box 22, and center shaft 23 to the pitman wheel. It is transmitted to the arm 24, and the pitman arm 24 is swung forward as shown in FIG.

As such, when the pitman arm 24 is swung forward, the drag link 25 is pulled forward by the pitman arm 24, and accordingly, the front wheel shafts 83, 84 are steered to the right. Then, the front wheels 85 and 86 are steered to the right.

Further, since the steering wheel 20 is largely rotated rightward and the pitman arm 24 is largely swung forward in FIG. 4, in the front control cable 14, the front The inner cable 66 is largely pulled forward with respect to the front outer cable 65.

As such, when the front inner cable 66 is pulled forward, in the rear wheel steering angle control device 13, first,
With the front inner cable 66, the in-phase lever 36 is swung forward to hit the variable stopper 37 in FIGS. 2 and 4, and thereafter, the anti-phase crank 35 is moved to the variable stopper 37 in FIGS. , It is swung forwards around its strut pin 40 against its neutral positioner 39, so that the rear wheel steering angle is in antiphase, as shown in FIG. It is made larger than the Ackermann theory turning line (g).

Therefore, in the rear control cable 15, the rear inner cable 70 is largely pulled forward by the rear wheel steering angle control device 13, and accordingly, in the control valve 28, the spool
The spool is slid into the spool bore of the valve body 32 by the rear inner cable 70 via the shaft 33, so-called switching operation is performed, and pressure oil is fed from the oil pump to one of the boosters 27. Of the booster 27, and at the same time, the pressure oil in the other cylinder chamber of the booster 27 is returned to the oil reservoir.

As such, when the pressure oil is directionally controlled by the control valve 28, the booster 27 causes the piston to move in the cylinder bore of the cylinder body 29 by the pressure oil supplied from the oil pump. Slides from one cylinder chamber to the other, and the piston rod 30 moves with the cylinder body 29 along with the piston.
And, as a result, the rear wheel axles 96, 97, via their knuckle arm 103, tie rod 100 and pair of tie rod arms 101, 102, have a larger steering angle than their Ackermann theoretical turning line (g). The wheels 98 and 99 are steered to the left at a large steering angle.

Also, if the bus 80 traveling at such a low speed tries to turn left along the road, the steering wheel 20 is rotated left, so that the front steering 11 is The reverse operation of the above case is followed, and accordingly, the rear wheel steering angle control device 13 is operated in the opposite manner to the above case, and the rear power steering 12 thereof is also operated in the opposite manner to the above case. Front wheels 85,86
Is steered to the left and at the same time the wheels 98 and 99 are then steered to the right in antiphase.

As will be understood from the above, when the bus 80 turns at low speed, the rear wheel steering angle is set in the opposite phase to the front wheel steering angle by the rear wheel steering angle control device 13. Since it is made larger than the Ackermann theoretical turning line (g) shown in FIG. 3, the bus 80 is steered so as to reduce the minimum turning radius, and as a result, the turning performance of the bus 80 is improved. .

Furthermore, if the bus 80 turns along the road at high speed, the steering wheel will be operated as if the bus 80 was turned along the road at low speed.
Depending on the direction of rotation of the wheel 20, its front steering 11 and rear power steering 12 steer the corresponding front wheels 85,86 and rear wheels 98,99, in which case the steering wheel As the 20 is rotated slightly, its pitman arm 24 is swung slightly in the front-back direction in FIG. 1, and its front inner cable 66 is also moved in the front-back direction with respect to its front outer cable 65. In other words, it is pushed and pulled forward and backward within the swing range of the in-phase lever 36 determined by the variable stoppers 37 and 38.

As such, its front inner cable 66 is moved back and forth a small amount so that its anti-phase crank 35 is maintained by its neutral positioner 39 in the condition shown in FIGS. The in-phase lever 36 is swung back and forth around the support pin 43 in FIGS.
The cable 66 and its rear inner cable 70 are moved in opposite directions.

That is, in the rear wheel steering angle control device 13, the rear wheel steering angle is set to the third
As shown in the figure, the rear inner cable 70 is operated in phase, and the rear power steering 12 controls the control valve 28 of the rear power steering 12 according to the rear wheel steering angle control device 13. The booster 27 is driven in the opposite direction to that when the bus 80 runs at a low speed.

As a result, the bus 80 tends to be under steered when turning, which improves maneuverability and stability.

Further, in the above-mentioned rear wheel steering angle control device 13, as shown in FIG. 6, the variable stoppers 37, 38 are located along the arcuate slot 42 at positions aa, b-b, c-c. If it is moved to and fixed to the fan-shaped tip 41 of the anti-phase crank 35, the rear wheel steering angle characteristic curve is, as shown in FIG. fb, fc, and further, as shown in FIG. 8, the pin 72 is moved to the positions a, b, c along the arcuate slot 46, and the in-phase lever 36 is moved. If fixed to, the rear wheel steering angle characteristic curve can be changed to fa, fb, fc with respect to the Ackermann theoretical turning line (g) as shown in FIG. 9, and thus, With a simple mechanical mechanism, the relationship between the front wheel steering angle and the rear wheel steering angle is variable, and it is suitable for automobiles. Stability becomes compatible more easily.

In the front and rear wheel steering system 10 described above, the front steering 11 has been described as being configured as a manual steering.
Can of course be embodied in power steering.

As will be apparent from the specific embodiments of the present invention described above with reference to the drawings, those having ordinary skill in the art to which the present invention pertains,
The subject matter of this invention is readily embodied in alternative forms which are derived from the nature and substance of the invention and which are objectively admitted to incorporate them. Of course, the contents of the present invention are commensurate with the subject of the invention and are essential to the establishment of the invention.

Benefits of the Invention As will be understood from the above, the front and rear wheel steering system used in the vehicle of the present invention is provided with front steering for steering the front wheels and rear power steering for steering the rear wheels, and the rear wheels. The rudder angle control device has an anti-phase crank supported on the chassis side so as to be swingable in the front-rear direction at an appropriate position between the front steering and the rear power steering, and a tip of the anti-phase crank. An in-phase lever that is swingably supported in the front-rear direction and that connects the connection position of the cable end to the other end so as to be movable in the lever length direction, and is disposed at the tip of the anti-phase crank, and The pair of stoppers that restrict the swing range of the in-phase lever, and the pair of stoppers are arranged between the chassis side and the anti-phase crank. Neutral to hold the gear in the neutral position.
Assembled with a positioner, a front control cable connects the output side of its front steering to one end of its in-phase lever, and a rear control cable connects the connecting position of its cable end to the lever. Since it is configured to be movable in the length direction and the control valve of the rear power steering is connected to the other end side of the in-phase lever, the front and rear wheel steering system used in the automobile of the present invention, When the vehicle runs at low speed, in other words, when the front wheels are steered largely, the rear wheels are steered largely in antiphase to the front wheels, and the minimum turning radius of the vehicle is reduced, and the small turning radius of the vehicle is reduced. The turning performance is improved, and when the vehicle is traveling at high speed, in other words, when the front wheels are steered slightly, The wheels are steered slightly in-phase with the front wheels, the car is under-steered, steering stability is improved, and in addition, the front and rear wheels are steered by the simple mechanical mechanism. If this is done, the relationship between the front wheel steering angle and the rear wheel steering angle can be changed, making it easier to achieve both small turning performance and its steering stability, which is very useful for automobiles and becomes practical. .

[Brief description of drawings]

FIG. 1 is a schematic diagram of a front and rear wheel steering system used in a vehicle of the present invention applied to a rear two-axle type bus, and FIG.
An enlarged view of the rear wheel steering angle control device used in the front and rear wheel steering system shown in the figure, FIG. 3 is a view showing the front wheel steering angle and the rear wheel steering angle characteristic with respect to the Ackermann theoretical turning line, and FIG. Fig. 5 is a schematic diagram of the front and rear wheel steering system when the bus is turning at a low speed, Fig. 5 is a schematic diagram of the front and rear wheel steering system when the bus is turning at a high speed, and Fig. 6 is a variable stopper. FIG. 7 is a schematic view of a rear wheel steering angle control device, FIG. 7 is a diagram showing rear wheel steering angle characteristics of the rear wheel steering angle control device shown in FIG.
FIG. 9 is a schematic diagram of a rear wheel steering angle control device relating to a connection position between an antiphase lever and a rear control cable, and FIG. 9 is a rear wheel steering angle characteristic of the rear wheel steering angle control device shown in FIG. FIG. 11 …… Front steering, 12 …… Rear power
Steering, 13 …… Rear wheel steering angle control device, 14 …… Front control cable, 15 …… Rear control cable, 35 …… Reverse phase crank, 36 …… In-phase lever, 37,38 …… Variable Stopper, 39 ... Neutral
Positioner.

Claims (1)

[Claims] 1. A front steering system for steering front wheels,
And a rear power steering that steers the rear wheels, the rear wheel steering angle control device swings forward and backward toward the chassis at an appropriate position between the front steering and the rear power steering. A reverse-phase crank that is movably supported, and a tip of the reverse-phase crank that is swingably supported in the front-rear direction, and the other end is connected so that the cable end connection position is movable in the lever length direction. And a pair of stoppers that are arranged at the tip of the in-phase lever and the anti-phase crank, and that restrict the swing range of the in-phase lever, and are arranged between the chassis side and the anti-phase crank, and , It is assembled with a neutral positioner that keeps its anti-phase crank in the neutral position when traveling at high speeds. Le is, the front that
The output side of the steering is connected to one end of its in-phase lever, and a rear control cable allows the connection position of its cable end to move in the lever length direction to control its rear power steering. -A front and rear wheel steering system used in automobiles characterized by connecting the valve to the other end of the in-phase lever.