JPS59184061A - Device for steering rear wheels of automobile - Google Patents
Device for steering rear wheels of automobileInfo
- Publication number
- JPS59184061A JPS59184061A JP5522283A JP5522283A JPS59184061A JP S59184061 A JPS59184061 A JP S59184061A JP 5522283 A JP5522283 A JP 5522283A JP 5522283 A JP5522283 A JP 5522283A JP S59184061 A JPS59184061 A JP S59184061A
- Authority
- JP
- Japan
- Prior art keywords
- rear wheel
- neutral position
- steered
- angle
- oil passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1554—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles
- B62D7/1572—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles provided with electro-hydraulic control means
Abstract
Description
【発明の詳細な説明】
本発明は自動車の後輪操舵装置に係り、後輪操舵用油圧
シリンダと、前輪が中立位置から操舵されてその操舵角
が最大操舵角よりも小さい設定操舵角になったときに上
記後輪操舵用油圧シリンダを介して後輪を中立位置から
所定角度操舵する制御弁とを具えていることを特徴とし
たもので、その目的とする処は、旋回半径を小さくする
ことができる自動車の後輪操舵装置を供する点にある。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear wheel steering device for an automobile, and includes a rear wheel steering hydraulic cylinder and a front wheel that is steered from a neutral position and whose steering angle is set to a set steering angle smaller than a maximum steering angle. and a control valve that steers the rear wheels from a neutral position to a predetermined angle via the rear wheel steering hydraulic cylinder when the vehicle is turned. The object of the present invention is to provide a rear wheel steering device for an automobile that can perform the following functions.
次に本発明の自動車の後輪操舵装置を第１図乃至第４図
に示す一実施例により説明すると、第１．２．３図の（
１）がエンジン、（２ａ）（２ｂ）が同エンジン（１）
により駆動される油圧ポンプ、（３）がリザーバ、（４
）が上記油圧ポンプ（２ａ）（２ｂ）の５ち、一方の油
圧ポンプ（２ａ）から前輪操舵用ギヤボッ、クス（５）
側へ延びた油路、（６）が他方の油圧ポンプ（２ｂ）か
ら延びた高圧油路、第２．３図の（１２）が同高圧油路
（６）に設けた逆止弁、（６りが同逆止弁（１２）の上
流側の高圧油路（６）と上記リザーバ（３）とを接続す
る油路、（１１）が同油路（６つに設けたリリーフ弁、
（１３）が上記逆止弁（１２）の下流側の高圧油路（６
）に設けたアキュームレータで、同アキュームレータ（
１３）を含む逆止弁（１２）下流側の圧力が逆止弁（１
２）上流側の圧力よりも高ければ、油圧ポンプ（２ｂ）
からの圧油が第６図の矢印（ａ）→（ｂ）→（Ｃ）→油
圧ポンプ（２ｂ）に循環するようになっている。また第
１．２．６図の（１４）が制御弁で、同制御弁（１４）
は、第２．３図に示すように第１の電磁切換弁（１５）
と第２の電磁切換′弁（１６）と第１の逆止弁（１７）
と第２の逆止弁（１８）とにより構成され、上記高圧油
路（６）が同Ｍ１、第２の電磁切換弁（１５）（１６）
のＰボートに接続している。Next, the rear wheel steering device for an automobile according to the present invention will be explained using an embodiment shown in FIGS. 1 to 4.
1) is the engine, (2a) and (2b) are the same engine (1)
Hydraulic pump driven by (3) is the reservoir, (4
) is one of the hydraulic pumps (2a) and (2b), and one of the hydraulic pumps (2a) is connected to the front wheel steering gear box (5).
The oil passage extending to the side, (6) is the high pressure oil passage extending from the other hydraulic pump (2b), and (12) in Fig. 2.3 is the check valve provided in the high pressure oil passage (6). 6 is an oil passage connecting the high pressure oil passage (6) on the upstream side of the check valve (12) and the reservoir (3), and (11) is the same oil passage (relief valves provided in six,
(13) is the high pressure oil line (6) downstream of the check valve (12).
) with an accumulator installed in the same accumulator (
The pressure on the downstream side of the check valve (12) including the check valve (13)
2) If it is higher than the upstream pressure, the hydraulic pump (2b)
Pressure oil is circulated from the arrows (a) to (b) to (C) in FIG. 6 to the hydraulic pump (2b). Also, (14) in Figure 1.2.6 is the control valve;
is the first electromagnetic switching valve (15) as shown in Figure 2.3.
and a second electromagnetic switching valve (16) and a first check valve (17).
and a second check valve (18);
is connected to the P-boat.
また（１０）が上記リザーバ（３）へ延びた低圧油路で
、同低圧油路（１０）が上記第１、第２の電磁切換弁（
１５Ｘ１６）のＲポートに接続している。また（７ａ）
（７ｂ）が上記第２の電磁切換弁（１６）側の油路で、
同油路（７ａ）（７ｂ）に上記第１、第２の逆止弁（１
７Ｘ１８）が介装されている。また（８）（９）が上記
第１の電磁切換弁側の油路、第１．２．６図の（２４）
が後輪操舵用油圧シリンダで、同後輪操舵用油圧シリン
ダ（２４）は、第２．６図に宗すようにシリンダ（２５
）とピストンロット（２６）とにより構成され、同シリ
ンダ（２５）の両端には、端板（２５ａ）（２５ｄ）が
あり、中間左側には、同シリンダ（２５）内を左側の部
分と右側の部分とに仕切る環状仕切壁（２５ｂ）があり
、中間右側には、同シリンダ（２５）内へ突出した環状
突出部（２５ｃ）がある。また同シリンダ（２５）を貫
通して両端が同シリンダ（２５）外へ突出した上記ピス
トンロツ）″（２６）の左側には、上記環状仕切壁（２
５ｂ）よりも左側のシリンダ（２５）内を（ｆ）（ｇ）
の両室に仕切るピストン（２６ａ）があり、同ピストン
ロンド（２６）の右側には、大径部（２６ｂ）があり、
さらに同大径部（２６ｂ）には、環状溝（２６ｃ）が設
げられている。また（２７）が上記仕切壁（２５ｂ）と
上記大径部（２６ｂ）との間のピスト／コツｔ’（２６
）に軸方向の移動を可能に嵌挿した摺動リング、（２８
）が上記大径部（２６ｂ）と上記端板（２５ｄ）との間
のピストンロツ）” （２６）に軸方向の移動を可能に
嵌挿した摺動リンク、（２９）が上記環状突出部（２５
ｃ）部分のシリンダ（２５）に設けた筒体、（３０）が
同筒体（２９）内に摺動自在に嵌挿したロック片で、同
ロック片（３０）の先端は、シリンダ（２５）壁を貫通
して、シリンダ（２５）内に出没可能である。Further, (10) is a low pressure oil passage extending to the reservoir (3), and the low pressure oil passage (10) is connected to the first and second electromagnetic switching valves (
15x16) is connected to the R port. Also (7a)
(7b) is the oil passage on the second electromagnetic switching valve (16) side,
The first and second check valves (1
7x18) is interposed. Also, (8) and (9) are the oil passages on the first electromagnetic switching valve side, and (24) in Figure 1.2.6.
is a rear wheel steering hydraulic cylinder, and the rear wheel steering hydraulic cylinder (24) is a cylinder (25) as shown in Fig. 2.6.
) and a piston rod (26), end plates (25a) (25d) are provided at both ends of the cylinder (25), and the middle left side is provided with a left side portion and a right side portion of the cylinder (25). There is an annular partition wall (25b) that partitions the cylinder (25) into the cylinder (25), and an annular protrusion (25c) that protrudes into the cylinder (25) on the right side of the middle. Further, on the left side of the piston rod (26) which penetrates the cylinder (25) and has both ends protruding outside the cylinder (25), the annular partition wall (2
(f) (g) inside the cylinder (25) on the left side of 5b)
There is a piston (26a) that partitions both chambers, and there is a large diameter part (26b) on the right side of the piston rond (26).
Further, the large diameter portion (26b) is provided with an annular groove (26c). (27) is the piston/tip t' (26) between the partition wall (25b) and the large diameter part (26b)
), a sliding ring (28
) is a sliding link fitted into the piston rod (26) between the large-diameter portion (26b) and the end plate (25d) so as to be movable in the axial direction, and (29) is the annular protrusion (26). 25
The cylindrical body (30) provided on the cylinder (25) in part c) is a lock piece that is slidably inserted into the cylinder body (29), and the tip of the lock piece (30) is attached to the cylinder (25). ) can penetrate the wall and retract into the cylinder (25).
また（３１）が同ロック片（３０）と上記筒体（２９）
の底部との間に介装したノζネで、同バネ（３１）は、
同ロック片（３０）をピストンロット″’（２６）の方
向に常時付勢している。また前記第」の逆止弁（１７）
の下流側の油路（７ａ）は前記シリンダ（２５）の室（
ｆ′）に、前記第２の逆止弁（１８）の下流側の油路（
７ｂ）は前記シリンダ（２５）の室（ｇ）に、前記第１
の電磁切換弁（１５）の下流側の油路（８）は前記シリ
ンダ（２５）の室（ｈ）（ｉ）に、前記第１の電磁切換
弁（１５）の下流側の油路（９ンは前記筒体（２９）内
に、前記低圧油路（１０）は前記摺動リング（２７）（
２８）の間のシリンダ（２５）内に、それぞれ接続して
いる。また前記制御弁（１４）の具体例を示したのが第
４図で、同第４図から明らかなように第１の電磁切換弁
（１５）と第１、第２の逆止弁（１７）（１８）と第２
の電磁切換弁（１６）とが下から上へその順に組込まれ
ている。なお（１４ａ）は同制御弁（１４）のケーシン
〆、（１４ａ）〜（１４ｇ）はその端板である。また（
１９Ｘ２０）が上記第１、第２の逆止弁（１７）（１８
）の間に介装した第１、第２のピストンロットで、これ
らの部品（１７Ｘ１８Ｘ１９Ｘ２０）は同一軸線上に配
設され、第１の逆上弁（１７）と端板（１４ｆ）との間
にはバネ（１７ａ）が、第２の逆止弁（１８）と端板（
１４ｃ）との間にはバネ（１８ａ）が、第１のピストン
ロット（１９）とケーシング（１４ａ）側の部材との間
にはノミネ（１９ａ）が、第２のピストンロット（２０
）とケーシング（１４ａ）側の部材との間にはバネ（２
０ａ）が、それぞれ介装されて、常時は同第４図の状態
にある。まだ第２．６．４図の（２１）が前記第１の逆
止弁（１７）の上流側の油路（７ａ）から前記第２の逆
止弁（１８）の背後へ延びた油路、（２２）が前記第２
の逆止弁（１８）の上流側の油路（７ｂ）から前記第１
の逆止弁（１７）の背後へ延びた油路、（２３）が前記
第１の電磁切換弁（１５）の下流側の油路（８）から前
記第１、第２のピストン（１９）（２０）の接触部へ延
びた油路、（１５ａ）（１５ｂ）が前記第１の電磁切換
弁（１５）のバネ、（１６ａ） （１６ｂ）が前記第２
の電磁切換弁（１６）のバネ、第１図の（３２）（３３
）が前記後輪操舵用油圧シリンｆ （２４）のピストン
ロツ）（２６）に連結した後輪側の平行リンク、（３４
Ｘ３５）が後輪側のサスはンション、（３６）が前輪操
舵センサー、（３７）が制御装置で、上記前編操舵セン
サー（３６）は、前輪の操舵角を検出して、そのとき得
られる前輪操舵角信号を上記制御装置（３７）へ送るよ
うに、また同制御装置（３７）は、前輪が中立位置から
操舵されてその操舵角が最大操舵角よりも小さい設定操
舵角になったときに後輪操舵信号を前記制御弁（１４）
（第１、第２の電磁切換弁（１５Ｘ１６） ’）へ送
り、また前輪が中立位置の方向に操舵されて前輪の操舵
角が前記設定操舵角よりも少さくなったときに中立位置
への復帰信号を前記制御弁（１４）（第１、第２の電磁
切換弁（１５Ｘ１６） ）へ送るようになっている。In addition, (31) is the same lock piece (30) and the cylinder body (29).
The spring (31) is inserted between it and the bottom of the spring (31).
The lock piece (30) is always biased in the direction of the piston rod "'' (26). Also, the check valve (17)
The oil passage (7a) on the downstream side of the cylinder (25) is connected to the chamber (7a) of the cylinder (25).
f′), an oil passage (
7b) in the chamber (g) of the cylinder (25);
The oil passage (8) on the downstream side of the electromagnetic switching valve (15) is connected to the chamber (h) (i) of the cylinder (25), and the oil passage (9) on the downstream side of the first electromagnetic switching valve (15) is connected to the chamber (h) (i) of the cylinder (25). The low pressure oil passage (10) is located within the sliding ring (27) (
28) in the cylinders (25). FIG. 4 shows a specific example of the control valve (14), and as is clear from FIG. 4, the first electromagnetic switching valve (15) and the first and second check valves (17) )(18) and the second
The electromagnetic switching valves (16) are assembled in that order from bottom to top. Note that (14a) is the casing end of the control valve (14), and (14a) to (14g) are its end plates. Also(
19X20) are the first and second check valves (17) (18
), these parts (17X18X19X20) are arranged on the same axis, and between the first reverse valve (17) and the end plate (14f). A spring (17a) connects the second check valve (18) and the end plate (
14c), a spring (18a) between the first piston rod (19) and the member on the casing (14a) side, and a spring (19a) between the first piston rod (19) and the member on the casing (14a) side;
) and the member on the casing (14a) side.
0a) are interposed, and are normally in the state shown in FIG. 4. (21) in Fig. 2.6.4 is an oil passage extending from the oil passage (7a) on the upstream side of the first check valve (17) to the back of the second check valve (18). , (22) is the second
from the oil passage (7b) on the upstream side of the check valve (18) to the first
An oil passage (23) extends behind the check valve (17) from the oil passage (8) on the downstream side of the first electromagnetic switching valve (15) to the first and second pistons (19). (20) is an oil passage extending to the contact portion, (15a) and (15b) are the springs of the first electromagnetic switching valve (15), and (16a) and (16b) are the springs of the second electromagnetic switching valve (15).
The spring of the solenoid switching valve (16), (32) (33) in Fig.
) is the rear wheel side parallel link connected to the piston rod (26) of the rear wheel steering hydraulic cylinder f (24), (34)
X35) is the suspension on the rear wheel side, (36) is the front wheel steering sensor, and (37) is the control device. The control device (37) sends a steering angle signal to the control device (37) when the front wheels are steered from the neutral position and the steering angle becomes a set steering angle smaller than the maximum steering angle. The rear wheel steering signal is transmitted to the control valve (14).
(to the first and second electromagnetic switching valves (15X16)'), and when the front wheels are steered in the direction of the neutral position and the steering angle of the front wheels becomes smaller than the set steering angle, the front wheels are sent to the neutral position. A return signal is sent to the control valve (14) (first and second electromagnetic switching valves (15X16)).
次に前記自動車の後輪操舵装置の作用を説明する。自動
車が走行していると°き、前輪の操舵角は前輪操舵角セ
ンサー（３６）により検出されて、そのとき得られる前
輪操舵角信号が制御装置（３７）へ送られる。また同制
御装置（３７）は、前輪が中立位置から操舵されて、そ
の操舵角が最大操舵角よりも小さい設定操舵角になった
ときには、後輪操舵信号を制御弁（１４）へ送って、第
１、Ｍ２の電磁切換弁（１５）（１６）を作動させる。Next, the operation of the rear wheel steering system of the automobile will be explained. When the automobile is running, the front wheel steering angle is detected by the front wheel steering angle sensor (36), and the front wheel steering angle signal obtained at that time is sent to the control device (37). The control device (37) also sends a rear wheel steering signal to the control valve (14) when the front wheels are steered from the neutral position and the steering angle becomes a set steering angle smaller than the maximum steering angle. The first and M2 electromagnetic switching valves (15) and (16) are operated.
このとき、第１の電磁切換弁（１５）が第２図の中立位
置から第３．４図の矢印（ｄ）方向に作動したとすると
、油圧ポンプ（２ｂ）またはアキュームレータ（１３）
の圧油が高圧油路（６）→第」の電磁切換弁（１５）の
Ｐポート→Ｄポート→油路（９）を鮭て袖体（２９）内
へ送られ、ロック片（３ｏ）がバネ（３１）に抗し後退
し、同ロック片（３ｏ）の先端カ稜輪操舵用油圧シリン
タ’ （２５）のピストンロット９（２６）の環状溝、
（２６ｃ）から抜は出て、同ピストンロツ）’ （２６
）が自由になる。また第２の電磁切換弁（１６）も第２
図の中立位置から第３．４に）の矢印（ｄ）方向に作動
して、油圧ポンプ（２ｂ）の圧油が高圧油路（６）→第
２の電磁切換弁（１６）のＰポート→油路（７ｂ）→第
２の逆止弁（１８）→油路（７ｂ）を経て後輪操舵用油
圧シリンダ（２５）の室（９）へ送られる。一方、逆止
弁（１８）の上流側の油路（７ｂ）を流れる圧油の一部
が油路（２２）を経て第１の逆止弁（１７）へ送られ、
同第１の逆止弁（１７）が第４図の左方へ押され、同第
１の逆止弁（１７）の下流側の油路（７ａ）及び上流側
の油路（７ａ）が連通し、さらに同油路（７ａ）（７ａ
）が第２の電磁切換弁（１６）のＲポート→低圧油路（
１０）を介してリザーバ（３）と連通ずる。そのため、
室（ｆ）内の油がリザーバ（３）へ戻されながら後輪操
舵用油圧シリンダ（２５）のピストンロツ）−’ （２
６）が矢印（ｅ）方向へ移動し、後輪側の平行リンク（
３２）（３３）を介して後輪が操舵され、ピストンロッ
ト賃２６）がストロークエンドに達したときには、後輪
が所定の操舵角に保持される。一方、前輪はそれからも
最大操舵角の方向ビ操舵される。At this time, if the first electromagnetic switching valve (15) operates from the neutral position in Figure 2 in the direction of arrow (d) in Figure 3.4, the hydraulic pump (2b) or accumulator (13)
Pressure oil is sent from the high-pressure oil passage (6) to the P port of the solenoid switching valve (15) to the D port to the oil passage (9) and into the sleeve body (29), and locks the lock piece (3o). moves back against the spring (31), and the tip of the locking piece (3o) engages the annular groove of the piston rod 9 (26) of the hydraulic cylinder for wheel steering (25).
(26c) and the same piston rod)' (26
) becomes free. In addition, the second electromagnetic switching valve (16) is also
3.4) in the direction of arrow (d) from the neutral position in the figure, the pressure oil of the hydraulic pump (2b) is transferred from the high pressure oil path (6) to the P port of the second electromagnetic switching valve (16). The oil is sent to the chamber (9) of the rear wheel steering hydraulic cylinder (25) via the oil path (7b), the second check valve (18), and the oil path (7b). On the other hand, a part of the pressure oil flowing through the oil passage (7b) on the upstream side of the check valve (18) is sent to the first check valve (17) via the oil passage (22),
The first check valve (17) is pushed to the left in FIG. 4, and the downstream oil passage (7a) and upstream oil passage (7a) of the first check valve (17) are The same oil road (7a) (7a
) is the R port of the second electromagnetic switching valve (16) → low pressure oil path (
10) with the reservoir (3). Therefore,
While the oil in the chamber (f) is returned to the reservoir (3), the piston rod of the rear wheel steering hydraulic cylinder (25) -' (2
6) moves in the direction of arrow (e), and the parallel link on the rear wheel side (
32) and 33), and when the piston rod 26) reaches the stroke end, the rear wheels are held at a predetermined steering angle. On the other hand, the front wheels are still steered in the direction of the maximum steering angle.
また制御装置（３７）は、前輪がある操舵角位置から中
立位置の方向に操舵されて、その操舵角が前記設定操舵
角になったときには、後輪操舵信号を制御弁（１４）へ
送り、第１、第２の電磁切換弁（１５）（１６）を前記
と反対の方向へ作動させて、同ル１、第２の電磁切換弁
（１５Ｘ１６）を第２図の中立位置へ戻す。このとき、
筒体（２９）内が油路（９）→第１の電磁切換弁（１５
）のＤポート→Ｒポート→低圧油路（１ｏ）を介しリザ
ーバ（３）と連通し、ロック片（３ｏ）がバネ（３１）
により押されて筒体（２９）内の油がリザーバ（３）へ
戻されながら尚ロック片（３０）がシリンダ（２５）内
へ突出する。このとき、ピストンロッ）” （２６）ハ
前述のように矢印（ｅ）方向に移動しているので、ロッ
ク片（３０）の先端はピストンロッ） （２６）の大径
部（２６ｂ）に当接する。またこのとき、油圧ポンプ（
２ｂ）の圧油が高圧油路（６）→第２の電磁切換弁（１
６）のＰポート→油路（７ａ）→第１の逆止弁（１７）
→油路（７ａ）を経て後輪操舵用油圧シリンダ（２５）
の室（ｆ）へ送られる。また油圧ポンプ（２ｂ）の圧油
が高圧油路（６）→第１の電磁切換弁（１５）のＰポー
ト→Ｃポート→油路（２３）→第１、第２のピストン（
１９）（２０）の接触部へ送られ、第２のピストン（２
ｏ）及び第２の逆止弁（１８）が第４図の右方へ移動し
、上記シリンダ（２５）の室（ｇ）が油路（７ｂ）→第
２の逆止弁（１８）→油路（７ｂ）→第２の電磁切換弁
（１６）のＲポート→低圧油路（１０）を介しリザーバ
（３）と連通して、°室（鐙の油がリザーバ（３）へ戻
されながらピストンロッ）’ （２６）が右方（矢印（
ｅ）と反対の方向）に移動を始める。またこのとき、前
記油路（８）を流れる圧油が前記シリンーダ（２５）の
室（ｈ）（ｉ）へ送られて、摺動リング（２７）が右方
へ、摺動リング（２８）が左方へ移動する。が、ピスト
ンロット″′（２６）の大径部（２６ｂ）は環状突出部
（２５ｃ ）に対し未だ左方にあるので、一方の摺動リ
ング（２８）は環状突出部（２５ｃ）に当接して停止す
る。The control device (37) also sends a rear wheel steering signal to the control valve (14) when the front wheels are steered from a certain steering angle position toward the neutral position and the steering angle reaches the set steering angle. The first and second electromagnetic switching valves (15) and (16) are operated in the opposite direction to return the first and second electromagnetic switching valves (15X16) to the neutral position shown in FIG. At this time,
Inside the cylinder (29) is the oil passage (9) → the first electromagnetic switching valve (15
) → R port → communicates with the reservoir (3) via the low pressure oil passage (1o), and the lock piece (3o) is connected to the spring (31)
The lock piece (30) protrudes into the cylinder (25) while the oil in the cylinder (29) is returned to the reservoir (3). At this time, since the piston rod (26) is moving in the direction of the arrow (e) as described above, the tip of the lock piece (30) comes into contact with the large diameter portion (26b) of the piston rod (26). Also, at this time, the hydraulic pump (
2b) pressure oil flows from the high pressure oil path (6) to the second electromagnetic switching valve (1
6) P port → oil passage (7a) → first check valve (17)
→Hydraulic cylinder for rear wheel steering (25) via oil passage (7a)
is sent to room (f). Also, the pressure oil of the hydraulic pump (2b) is transferred from the high pressure oil path (6) to the P port of the first electromagnetic switching valve (15) to the C port to the oil path (23) to the first and second pistons (
19) is sent to the contact part of (20), and the second piston (2
o) and the second check valve (18) move to the right in FIG. 4, and the chamber (g) of the cylinder (25) moves from the oil passage (7b) to the second check valve (18) The oil passage (7b) → R port of the second electromagnetic switching valve (16) → communicates with the reservoir (3) via the low pressure oil passage (10), and the oil in the stirrup is returned to the reservoir (3). (26) to the right (arrow (
Start moving in the opposite direction of e). At this time, the pressure oil flowing through the oil passage (8) is sent to the chamber (h) (i) of the cylinder (25), and the sliding ring (27) moves to the right, and the sliding ring (28) moves to the left. However, since the large diameter part (26b) of the piston rod '' (26) is still on the left side of the annular protrusion (25c), one sliding ring (28) comes into contact with the annular protrusion (25c). and stop.
ところが他方の摺ｉリング（２７）はピストンロッド（
２６）の大径部（２６ｂ）に当接して、ピストンロット
９（２６）とともに右方へ移動し、環状突出部、（２５
ｃ）に当接したときに停止する。この状態になると、ピ
ストンロット（２６）のピストン（２６ａ）は、端板（
２５ａ）と環状仕切壁（２５ｂ）の中間の中立位置まで
戻っており、そこで停止する。一方、ピストンロンド（
２６）が上記方向に戻る間、ピストンロッド（２６）の
大径部（２６ｂ）に対して摺動していたロック片（３０
）は、ピストンロッド（２６） （大径部（２６ｂ））
カ上記のように中立位置に戻ると、バネ（３１）により
さらに押されて突出し、大径部（２６ｂ）の環状溝（２
６ｃ）に係合して、ピストンロッド（２６）をロックす
る。However, the other sliding i-ring (27) is attached to the piston rod (
26) and moves to the right together with the piston rod 9 (26), and the annular protrusion, (25
c) It stops when it comes into contact with. In this state, the piston (26a) of the piston rod (26) has an end plate (
25a) and the annular partition wall (25b), and stops there. On the other hand, piston rondo (
26) returns to the above direction, the lock piece (30) that was sliding against the large diameter part (26b) of the piston rod (26)
) is the piston rod (26) (large diameter part (26b))
When the motor returns to the neutral position as described above, it is further pushed by the spring (31) and protrudes, causing the annular groove (2
6c) to lock the piston rod (26).
この状態は後輪も中立位置に戻った状態であり、後輪は
それ以後、中立位置に保持される。一方、前輪はそれか
らも中立位置の方向に操舵される。In this state, the rear wheels have also returned to the neutral position, and the rear wheels are maintained at the neutral position from then on. Meanwhile, the front wheels are still steered toward the neutral position.
以上の作用は、前輪が一方向（左右いづれか）に操舵さ
れて、後輪が一方向（左右いづれか）に操舵される場合
であるが、前輪が他方向に操舵される場合には、制御弁
（１４） （第１、第２の電磁切換弁（１５Ｘ１６）
）が第２図の中立位置から矢印（ｄ）と反対の方向に作
動し、後輪操舵用油圧シリンダ（２５）のピストンロツ
）” （２６）が第２図の中立位置から右方（第６図の
矢印（ｅ）と反対の方向）に移動して、後輪の他方向へ
の操舵を行なう。The above action occurs when the front wheels are steered in one direction (either left or right) and the rear wheels are steered in one direction (either left or right), but when the front wheels are steered in the other direction, the control valve (14) (First and second solenoid switching valves (15X16)
) operates in the direction opposite to the arrow (d) from the neutral position in Figure 2, and the piston rod (26) of the rear wheel steering hydraulic cylinder (25) operates from the neutral position in Figure 2 to the right (6th position). (in the direction opposite to arrow (e) in the figure) to steer the rear wheels in the other direction.
第５図は、以上の作用を要約した説明図（なお同第５図
の例では、前輪の設定操舵角が２０°、後輪の操舵角が
５°）で、旋回の増加経路と減少経路とにヒステリシス
が生じることになる。Fig. 5 is an explanatory diagram summarizing the above effects (in the example shown in Fig. 5, the set steering angle of the front wheels is 20° and the steering angle of the rear wheels is 5°), and shows an increasing path and a decreasing path of turning. hysteresis will occur.
本発明の自動車の後輪操舵装置は前記のように構成され
ており、後輪を前輪ととも５に操舵できるので、自動車
の旋回半径を小さくすることができる効果がある。The rear wheel steering device for an automobile according to the present invention is configured as described above, and since the rear wheels and the front wheels can be steered in a direction of 5, it is possible to reduce the turning radius of the automobile.
以上本発明を実施例について説明したが、勿論本発明は
このような実施例にたけ局限されるものではなく、本発
明め精神を逸脱しない範囲内で種々の設計の改変を施し
うるものである。Although the present invention has been described above with reference to embodiments, it goes without saying that the present invention is not limited to these embodiments, and that various design modifications can be made without departing from the spirit of the present invention. .
第１図は本発明に係る自動車の後輪操舵装置の一実施例
を示す斜視図、第２図はその中立時の状態を示す油圧回
路図、第６図はその操舵時の状態を示す油圧回路図、第
４図は制御弁の具体例を示す縦断側面図、第５図は旋回
特性を示す説明図である。
（１４）・・偕」御弁、（２４）・・・後輪操舵用油圧
シリンダ。
復代理人 弁理士開本重文
外２名
第１Ｖ
第２０FIG. 1 is a perspective view showing an embodiment of an automobile rear wheel steering device according to the present invention, FIG. 2 is a hydraulic circuit diagram showing its neutral state, and FIG. 6 is a hydraulic circuit diagram showing its steering state. FIG. 4 is a longitudinal sectional side view showing a specific example of the control valve, and FIG. 5 is an explanatory diagram showing turning characteristics. (14)...Kai" control valve, (24)...Hydraulic cylinder for rear wheel steering. Sub-agent: Patent Attorney Kaihon Important Literature, 2 Persons, No. 1 V, No. 20
Claims (1)
れてその操舵角が最大操舵角よりも小さい設定操舵角に
なったときに上記後輪操舵用油圧シリンダを介して後輪
を中立位置から所定角度操舵する制御弁とを具えている
ことを特徴とした自動車の後輪操舵装置。A hydraulic cylinder for rear wheel steering, and when the front wheels are steered from the neutral position and the steering angle becomes a set steering angle smaller than the maximum steering angle, the rear wheels are moved from the neutral position via the hydraulic cylinder for rear wheel steering. A rear wheel steering device for an automobile, comprising a control valve for steering the vehicle at a predetermined angle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5522283A JPS59184061A (en) | 1983-04-01 | 1983-04-01 | Device for steering rear wheels of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5522283A JPS59184061A (en) | 1983-04-01 | 1983-04-01 | Device for steering rear wheels of automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59184061A true JPS59184061A (en) | 1984-10-19 |
| JPH0220473B2 JPH0220473B2 (en) | 1990-05-09 |
Family
ID=12992577
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5522283A Granted JPS59184061A (en) | 1983-04-01 | 1983-04-01 | Device for steering rear wheels of automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59184061A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4917205A (en) * | 1987-03-23 | 1990-04-17 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Four-wheel steering system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2554435Y2 (en) * | 1991-06-21 | 1997-11-17 | 三菱自動車工業株式会社 | Hydraulic adjustment valve |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5711173A (en) * | 1980-06-24 | 1982-01-20 | Nissan Motor Co Ltd | Method of controlling steering angle for vehicle capable of steering two sets of wheels |
-
1983
- 1983-04-01 JP JP5522283A patent/JPS59184061A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5711173A (en) * | 1980-06-24 | 1982-01-20 | Nissan Motor Co Ltd | Method of controlling steering angle for vehicle capable of steering two sets of wheels |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4917205A (en) * | 1987-03-23 | 1990-04-17 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Four-wheel steering system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0220473B2 (en) | 1990-05-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US3889467A (en) | Accumulator arrangement for a booster brake mechanism | |
| US5893428A (en) | Hydraulic power steering | |
| US4144947A (en) | Power steering systems | |
| JPS58142172U (en) | Brake hydraulic pressure control valve | |
| US3633462A (en) | Bypass orifice for hydraulic boost device | |
| JPS59184061A (en) | Device for steering rear wheels of automobile | |
| SE8004859L (en) | HYDRAULIC AID POWER CONTROL | |
| US3358711A (en) | Valve | |
| GB735338A (en) | Improvements in or relating to power steering devices for vehicles | |
| JPH0137979Y2 (en) | ||
| JPH0143350Y2 (en) | ||
| JPH0314457Y2 (en) | ||
| US3391708A (en) | Valve | |
| GB819659A (en) | Improvements in or relating to a power assisted steering mechanism for motor vehicles | |
| US4228866A (en) | Hydraulic power-steering system | |
| JPH0619842Y2 (en) | Brake circuit with shockless function | |
| JPH0140783Y2 (en) | ||
| JPH0136692Y2 (en) | ||
| JPH0311102Y2 (en) | ||
| JPS6127771A (en) | Rear-wheel steering gear | |
| JPH06191387A (en) | Hydraulic control device for anti-skid device | |
| JPH06199216A (en) | Liquid pressure controller for anti-skid device | |
| JPH0143979Y2 (en) | ||
| US4012993A (en) | Auxiliary power steering system | |
| JPS6283248A (en) | Rear-wheel steering gear for automobile |