JPS5893672A - Interlocking device for front axle in two front axle vehicle - Google Patents

Abstract

PURPOSE:To automatize adjustment of axle alignment and unnecessitate an adjusting process, by enabling a relay rod to be freely extended and contracted with a viscous force. CONSTITUTION:The relay rod 14 is provided between link levers 7, 9 for the first and the second axle, and is interlocked with the steering operation. A coupling means 17 is provided at an end of the rod 14, and can be freely extended and contracted with a viscous force. Since a toe-in is provided for the front axles, the axles are automatically aligned as the vehicle is moved forward. In addition, since the viscous force is provided intermediately, a steering operation is transmitted, and no problem is generated in the adjustment of each of wheels at the time of steering.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for interlocking wheels on a first axle and wheels on a second axle of a front two-axle vehicle.

In a front two-axle vehicle, the wheels on the first axle and the wheels on the second axle both serve as steering wheels, so they are linked via drag link levers, relay rods, etc. of both wheels.

However, in the past, the drag link on the first shaft side and the drag link on the second shaft side were rigidly connected via a link lever, relay rod, and turnbuckle, so the length of the turnbuckle could not be adjusted with high precision. Otherwise, there would be two disadvantages: poor alignment between the axles and uneven tire wear. Furthermore, the alignment work between the front two axes requires large-scale equipment and a great deal of time and effort.

The present invention has been made in view of the above, and focuses on the fact that the front wheels with adjusted toe-in have straight-line performance, and utilizes this straight-line performance to automatically align the wheels on the two front axles. Kl so that it can be done.

The present invention provides a front wheel interlocking device with easy adjustment work.

The present invention will be explained in detail below based on illustrated embodiments.

A steering gear case 2 operated by a steering wheel (not shown) is attached to the front end of a frame 1 that supports the body of the front two-axle vehicle shown in the figure, and the tip of a pitman arm 8 attached to the gear case 2 and a hydraulic booster 4 It is pivotally connected to a shifter 50 through a connecting rod 5.

2 of the piston rods protruding from the front end of the hydraulic booster 4
The distal end is connected to the frame IK via a pole stud and anchor bracket 6 (not shown), and a radial yoke is pivotally connected to the intermediate portion of the first link lever 7 to a cylinder fixed to the rear end of the booster 4. The upper end of the first link lever 7 is pivotally connected to the frame IK through a bracket 8 so as to be able to swing back and forth, and the upper end of the second link lever 9 disposed behind the first link lever 7 is connected to the frame IK
It is pivotally connected via a bracket 1o so as to be swingable back and forth.

The knuckle arm of the wheel of the first shaft (not shown) and the lower end of the first link lever 7 are pivotally connected via the first drag link 11, and the knuckle arm of the wheel of the second shaft (not shown) is pivotally connected to the lower end of the first link lever 7. From K, the lower end of the link lever 9 is pivotally connected to the lower end of the link lever 9 via the second drag link 12.
1st. When the second link lever 7.9 is swung back and forth, the wheels of the first and second axles are steered and rotated left and right, respectively. Note that the left and right wheels on each axis are interlocked via tie rods or the like, as in the past.

Further, the front end of the first lever rod 14 is pivotally connected via the KFi socket 13 at the intermediate portion of the first link lever 7, and the socket 1 is attached to the intermediate portion of the second link lever 9.
After pivotally connecting the second lever rod 16 via 5,
The rear end of the first guide rod 14 and the second guide rod 1
6 is telescopically connected to the front end of the connector 6 via a connector 17.

Here, as shown in FIG. 2, the connector 17 has a piston 18 fixed to the rear end of the first guide rod 14, and the piston 18 is slidably inserted into the second guide rod 16. a cylinder 19 formed in
8 and a free piston fitting slidably inserted into the cylinder 19, and an oil chamber 21 on the piston side inside the cylinder 19.
and a partition plate defining an oil chamber n on the free piston side,
The front oil chambers 21 and 22 are filled with oil, as shown in FIG. I'm keeping it.

In the configuration of Kamiayu, if you adjust the toe-in of the wheels on the first and second axles to appropriate values and make the front two-axle vehicle go straight, the wheels on the first and second axles will each move straight with their restoring force. aligned in the direction. Therefore, when the length of the relay rod that interlocks the two wheels is not appropriate, or when the tabs and both shafts are not aligned correctly, the restoring force of the wheels applies tensile or compressive force to the relay rod.

When a tensile force is applied to the relay rod in this way, the piston 18 fixed to the first relay rod 14 moves forward in the inner tube of the cylinder 19 of the second relay rod 16, so that the relay rod is automatically moved to the optimum length. It is adjusted accordingly. Conversely, when compressive force is applied to the relay rod, the piston 18 moves rearward within the cylinder 19, and the length of the relay rod is automatically adjusted to the optimum value. For this reason, the first axis and the second axis are automatically aligned when traveling straight.

Even when the chassis spring shown in the diagram is bent depending on the cargo situation, etc., the first spring is bent as described above. Since the length of the second relay rod 14, 16 is automatically adjusted to the optimum value, the first and second axles are always maintained in alignment, and uneven tire wear is prevented.

On the other hand, during steering due to turning or direction change, etc., the orifice 24 provided in the partition plate 23 exerts a throttling effect, so that the cylinder 19 and The second conveyor rod 16 moves. Also, at this time, piston 18
Although the relay rod and the cylinder 19 move slightly relative to each other, the length of the relay rod as a whole changes, but since the amount of change is substantially negligible, there is no risk of adversely affecting turning performance.

That is, according to the present invention, the length of the relay rod is optimally adjusted by absorbing the tensile or compressive force applied to the relay rod due to poor axis alignment through the expansion and contraction action of the connector. This eliminates the need for extensive axis alignment adjustment work as in the past. In the embodiment, the inside of the cylinder is divided by a partition plate into an oil chamber on the piston side and an oil chamber on the free piston side, and the oil chamber on the free piston side is used as an oil reservoir. The same effect can be obtained by defining the inside of the cylinder and forming an orifice in the piston or cylinder. In addition, it is not necessary to use a @pressure cylinder type coupling device as shown in the example, but it is necessary to connect the first shaft side sliding relay rod and the second shaft side sliding relay rod with a predetermined viscous force (resistance). The structure of the connector can be arbitrary as long as it absorbs static stress and transmits dynamic surface stress, rather than connecting the connector elastically. It may be interposed in the middle part or the front end part.

As explained above, according to the present invention, since the first relay rod and the second relay rod are telescopically connected with a predetermined viscosity through the connector, the wheels are not easily connected when traveling straight. If you adjust the toe-in to an appropriate value, the wheels on the first and second axles will automatically align in the straight direction when traveling straight (
(restored), there is no need to perform shaft alignment adjustment work as in the past. Also, during steering, both relay rods move integrally through the viscosity of the connector, and moreover, both relay rods move by more than a predetermined amount of expansion and contraction)'2! When relative movement occurs, both rods move in unison, so not only during normal steering, but also during sudden steering, the wheels on both axles are substantially synchronously rotated to the extent in question. Therefore, there is no risk that the steering performance of the front two-axle vehicle will deteriorate. ,

[Brief explanation of drawings]

FIG. 1 is a side view of a steering mechanism equipped with an embodiment of the present invention, and FIG. 2 is an enlarged sectional view of the main part of FIG. 1. 7...First link lever 9...Second link lever/(-11...First drag link 12.
...Second drag link 14...First guide rod -16...Second guide rod 17...Connector 18...Piston 19...Cylinder Beauty...Free piston 21
．． 22... Oil room Ru... Partition board Sae...
... Orifice 5 ... Stopper patent applicant Hino Motors Co., Ltd.

Claims (1)

[Claims] The base end is connected to a link lever provided to steer and rotate the wheels on one front axle, and the base end is connected to a link lever provided to steer and rotate the wheels on the other front axle. A front axle interlocking device for a front two-axle vehicle, comprising a second relay rod whose ends are connected together, and a connector that telescopically connects the tips of both relay rods with a predetermined viscous force.