JPS5981272A - 4-wheel steering device of vehicle - Google Patents
4-wheel steering device of vehicleInfo
- Publication number
- JPS5981272A JPS5981272A JP57191610A JP19161082A JPS5981272A JP S5981272 A JPS5981272 A JP S5981272A JP 57191610 A JP57191610 A JP 57191610A JP 19161082 A JP19161082 A JP 19161082A JP S5981272 A JPS5981272 A JP S5981272A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- gear
- steering device
- wheel steering
- pinion
- 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
- B62D7/1518—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 mechanical interconnecting system between the steering control means of the different axles
- B62D7/1527—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 mechanical interconnecting system between the steering control means of the different axles comprising only mechanical parts, i.e. without assistance means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、ステアリング操作によって前輪と共に後輪を
も転舵制御するようにした４輪操舵装置に関し、特に、
前後輪の転舵位相および転舵比を変化させる制御機構の
改良に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a four-wheel steering device that controls the steering of both front wheels and rear wheels through steering operation, and particularly,
This invention relates to improvement of a control mechanism that changes the steering phase and steering ratio of front and rear wheels.
従来より、この種の４輪操舵装置として、例えば特開昭
５５−９１４５７号公報等に開示されているように、前
輪を転舵するステアリング装置と、後輪を転舵する後輪
転舵装置とをレバ一部材を有するリンク機構を介して連
結し、前輪の転舵角および車速に応じて上記レバ一部材
のレバー比を変化させることにより、中、低車速時には
ステアリング操作に伴う前輪の転舵方向に対して後輪の
転舵方向を同じ方向（同位相）とし、後輪の前輪に対す
るコーナリングフォースの位相遅れを短縮してレーンチ
ェンジ（車線変更）等を容易に行うとともに、低車速時
には後輪の転舵方向を前輪の転舵方向と逆の方向（逆位
相）に腰車両の最小回転半径を小さく、シて車庫入れ等
を容易に行うようしかしながら、上記従来のものでは、
ステアリング装置の作動に応じて後輪転舵装置を作動制
御する制御機構がリンク機構で構成されているため、構
造が複雑になろうともに、大ｉ取付スペースを要すると
いう欠点があった。Conventionally, this type of four-wheel steering device includes a steering device that steers the front wheels and a rear wheel steering device that steers the rear wheels, as disclosed in, for example, Japanese Patent Application Laid-Open No. 55-91457. are connected via a link mechanism having a lever member, and by changing the lever ratio of the lever member according to the steering angle of the front wheels and the vehicle speed, the front wheels can be turned with the steering operation at medium or low vehicle speeds. The steering direction of the rear wheels is set in the same direction (same phase) relative to the direction of the vehicle, reducing the phase delay of cornering force between the rear wheels and the front wheels to facilitate lane changes, etc. However, in the above-mentioned conventional system, the minimum turning radius of the vehicle is reduced so that the steering direction of the wheels is opposite to that of the front wheels (opposite phase), thereby making it easier to park the vehicle.
Since the control mechanism for controlling the operation of the rear wheel steering device in accordance with the operation of the steering device is constituted by a link mechanism, there are disadvantages in that the structure is complicated and a large installation space is required.
そこで、本発明はかかる点に鑑み、上記のステ制御機構
を上記従来例の如くリンク機構とするの、ではなくて差
動ギヤ機構とし、該差動ギヤ機構の□ 。Therefore, in view of this point, the present invention uses a differential gear mechanism as the above-mentioned steering control mechanism instead of a link mechanism as in the conventional example, and the □ of the differential gear mechanism.
ギヤ群の回転方向および回転数を制御して前後輪の転舵
位相および転舵比を変化させるようにすることにより、
４輪操舵装置の構埠の簡単化およびコンパクト化を図ら
んとすることを目的とするものである。By controlling the rotation direction and rotation speed of the gear group to change the steering phase and steering ratio of the front and rear wheels,
The purpose of this invention is to simplify and downsize the structure of a four-wheel steering device.
以下、本発明を図面に示す実施例に基づいて詳細に説明
する。Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.
第１図において、１は左右の前輪２．２を転舵するラッ
クピニオン式のステアリング装置であって、該ステアリ
ング装置１は上端にステアリング３が取り付けられたス
テアリングシャフト４と、該ステアリングシャフト４に
取り付けられたピニオン５ａおよび該ピニオン５ａに噛
合するラック５ｂよりなるラックピニオン機構５と、左
右のタイロッド６．６と、左右のナックルアーム７．７
とで構成される。In FIG. 1, reference numeral 1 denotes a rack and pinion type steering device for steering left and right front wheels 2.2, and the steering device 1 includes a steering shaft 4 having a steering wheel 3 attached to the upper end thereof, and a steering shaft 4 having a steering wheel 3 attached to the upper end thereof. A rack and pinion mechanism 5 consisting of an attached pinion 5a and a rack 5b meshing with the pinion 5a, left and right tie rods 6.6, and left and right knuckle arms 7.7.
It consists of
一方、８は左右の後輪９，９を転舵する後輪転舵装置で
あって、該後輪転舵装置８は車体や左右方向に延びるラ
ック１０ａおよび該ラック１０ａに噛合するピニオ、ン
１０ｂよりなるラックピニオン機構１０と、上記ラック
１．０ａの両端にそれぞれタイロッド１１．１１を介し
て連結された左右のナックルアーム１２，１２とで構成
されている。On the other hand, reference numeral 8 denotes a rear wheel steering device for steering left and right rear wheels 9, 9, and the rear wheel steering device 8 is operated by a rack 10a extending in the left and right direction from the vehicle body and a pinion 10b meshing with the rack 10a. The rack and pinion mechanism 10 comprises a rack and pinion mechanism 10, and left and right knuckle arms 12, 12 connected to both ends of the rack 1.0a via tie rods 11.11, respectively.
また、１３は上記ステアリング装置１の近傍に配設され
ステアリング装置１の作動にｉじそ上記後輪転舵装置′
８を作動制御する制御差動装置である。該制御差動装置
１３は第２図に拡大詳示するように、上記ステアリング
装置１のステアリングシャフト４下端に取り付けられた
ドライブピニオ ３−
ンギャ１４と、車体の前後方向に各々同じ軸心をもって
延びる回転自在な第１および第２支持軸１５．１６に回
転自在に支持されたギヤハウジング１７と、該ギヤハウ
ジング１７の外周部せに形成され、上記ドライブ、ピニ
オンギヤ１４に噛合するリングギヤ１８と、ギヤハウジ
ン、グ１７内に嵌装され、かつ上記第１支持、軸１５の
後端に固定支持されたベベルギヤキリな：る第阜サイド
ギヤ１９．と、ギヤハウジング１７内に嵌装され、かつ
上記第、２支持ｌｌｌ！１６の前端に固定寥持されたベ
ベルギヤよりなる第２サイドギヤ２０と、各々、ギヤハ
ウジング１７内に上記両支持軸１５．１６と直交するよ
うに架設されたピニオン１１１！２１に回転自在に支持
され、上記両サイドギヤ１９．２０に共に噛合するベベ
ルギヤよりなる一対の差動ピニオンギヤ２２．２２とを
備えている。そして、上記第１支持軸１５の前端にはウ
オームギヤ２３が取り付けられ、該ウオームギヤ２３に
はモータ２４の出力軸２４ａに取り付けたウオーム２５
が噛み合わされており、よって上記第１サイドギヤ１９
はモー−４＝
り２４に連結されている。また、上記第２支持軸１６の
後端には上記後輪転舵装置８におけるラックピニオン機
構１０のピニオン１０ｂが取り付けられており、よって
上記第２サイドギヤ２０は該ラックピニオン機構１０に
連結されている。しかして、ステアリ・ング装置１およ
びモータ２４の各作動に応じて後輪転舵装置８を作動制
御するようにしているδ ・
さらに、上記モータ２４はコントローラ２６を介してバ
ッテリ電源２７に接続されている。また、上記コントロ
ーラ２６には車速を検出する車速センサ２８と、ステア
リング３に加わる操舵方向を検出する操舵方向センサ２
９と、前輪２，２の舵角を検出する前輪舵角センサ３０
と、後輪９，９の舵角を検出する後輪舵角センサ３１と
の計４つのセンサが入力接続されており、コントローラ
２６によってモータ２４への電圧印加極性詔よび供給電
力量を変えて該モータ２４の回転方向および回転数を制
御することによ、す、前後輪２，９の転舵位相および転
舵比を変化させるように構成されている。Further, reference numeral 13 is disposed near the steering device 1 and is used to operate the steering device 1.
This is a control differential device that controls the operation of 8. As shown in enlarged detail in FIG. 2, the control differential device 13 includes a drive pinion gear 14 attached to the lower end of the steering shaft 4 of the steering device 1, and a rotational gear 14 that extends along the same axis in the longitudinal direction of the vehicle body. a gear housing 17 rotatably supported by first and second support shafts 15 and 16; a ring gear 18 formed on the outer periphery of the gear housing 17 and meshing with the drive and pinion gear 14; A second side gear 19, which is a bevel gear, is fitted into the shaft 17 and is fixedly supported on the rear end of the first support shaft 15. and the second support lll! is fitted into the gear housing 17, and the second support lll! A second side gear 20 consisting of a bevel gear is fixedly supported at the front end of the gear housing 16, and each pinion 111!21 is rotatably supported within the gear housing 17 so as to be perpendicular to the support shafts 15 and 16. , and a pair of differential pinion gears 22.22 made of bevel gears that mesh with both side gears 19.20. A worm gear 23 is attached to the front end of the first support shaft 15, and a worm 25 attached to the output shaft 24a of the motor 24 is attached to the worm gear 23.
are meshed with each other, so that the first side gear 19
is connected to motor 4=ri 24. Further, a pinion 10b of a rack and pinion mechanism 10 in the rear wheel steering device 8 is attached to the rear end of the second support shaft 16, and the second side gear 20 is therefore connected to the rack and pinion mechanism 10. . Thus, the operation of the rear wheel steering device 8 is controlled according to each operation of the steering device 1 and the motor 24.Furthermore, the motor 24 is connected to a battery power source 27 via a controller 26. There is. The controller 26 also includes a vehicle speed sensor 28 that detects the vehicle speed, and a steering direction sensor 2 that detects the steering direction applied to the steering wheel 3.
9, and a front wheel steering angle sensor 30 that detects the steering angle of the front wheels 2, 2.
and a rear wheel steering angle sensor 31 that detects the steering angle of the rear wheels 9, 9 are connected as inputs, and the controller 26 changes the polarity of voltage applied to the motor 24 and the amount of power supplied. By controlling the rotational direction and rotational speed of the motor 24, the steering phase and steering ratio of the front and rear wheels 2, 9 are changed.
次に、上記実施例の作動について説明するに、制御差動
装置１３においては、ステアリングシャフト４の回転数
に対応するギヤハウジング１７の回転数をｎ、第１およ
び第２支持軸１５．１６の各回転数をそれぞれｎ□ ＋
ｎ２とすると、ギヤハウジング１７と両支持軸１５．１
６とをロック固定したときにはギヤハウジング１７およ
び両支持軸１５．１６の各回転数ｎ 、ｎｘ 、ｎ２
は共に同一（ｎ＝ｎ、＝：ｎ２ ）となり、またギヤハ
ウジング１７のみを停止させたとき（ｎ＝０）には両支
持軸１５．１６は互いに逆方向に同じ回転数でもって回
転する（ｎ１＝−ｎ２）。これらのことから、ギヤハウ
ジング１７の回転数ｎと両支持軸１５．１６の回転数ｎ
□ 、ｎ２ との間にはｎ−（ｎ□＋ｎ２ ）／２．す
なわちｎ ２ ＝２ｎ ｎ １ という関係があり、
回転するギヤハウジング１７に対してその回転方向と同
じ方向でかつその回転数の２倍の回転数でもって第１支
持軸１５を回転させれば第２支持軸１６は回転停止する
特性を有する。Next, to explain the operation of the above embodiment, in the control differential device 13, the rotation speed of the gear housing 17 corresponding to the rotation speed of the steering shaft 4 is set to n, and the rotation speed of the first and second support shafts 15.16 is set to n. Each rotation speed is n□ +
If n2, the gear housing 17 and both support shafts 15.1
When the gear housing 17 and both support shafts 15 and 16 are locked and fixed, the respective rotational speeds n , nx , n2
are both the same (n=n, =:n2), and when only the gear housing 17 is stopped (n=0), both support shafts 15 and 16 rotate in opposite directions at the same number of rotations ( n1=-n2). From these facts, the rotation speed n of the gear housing 17 and the rotation speed n of both support shafts 15.16.
□, n2, there is n-(n□+n2)/2. In other words, there is a relationship n 2 = 2n n 1 ,
If the first support shaft 15 is rotated in the same direction as the rotating gear housing 17 and at twice the rotation speed, the second support shaft 16 will stop rotating.
したがって、例えばステアリング３を切って前輪２，２
を右方向に転舵させ、ステアリングシャフト４と連動す
る制御差動装置１３のギヤハウジング１７を前方からみ
て時計回り方向に回転させた場合において、車速が低く
前後輪２，９の転舵位相を逆位相にするときには、モー
タ２４の回転方向および回転数を制御して、第１支持軸
１５を上記ギヤハウジング１７の回転方向と同じ方向（
前方からみて時計回り方向）に、かつギヤハウジング１
７の回転数の２倍より多い回転数でもって回転させると
、第２支持軸１６は前方からみて反時計回り方向に回転
する。このことによって後輪９．９の転舵方向は左方向
となり、よって前後軸２．９の転舵位相は逆位相となる
。Therefore, for example, if the steering wheel 3 is turned and the front wheels 2, 2
When the vehicle is steered to the right and the gear housing 17 of the control differential device 13 that is interlocked with the steering shaft 4 is rotated clockwise when viewed from the front, the steering phase of the front and rear wheels 2 and 9 is changed due to low vehicle speed. When the phase is reversed, the rotational direction and rotational speed of the motor 24 are controlled so that the first support shaft 15 is rotated in the same direction as the rotational direction of the gear housing 17 (
(clockwise direction when viewed from the front) and gear housing 1
7, the second support shaft 16 rotates counterclockwise when viewed from the front. As a result, the steering direction of the rear wheels 9.9 becomes leftward, and therefore the steering phase of the longitudinal axis 2.9 becomes an opposite phase.
その際、上記第１支持軸１５の回転数とギヤハウジング
１７の回転数の２倍との差が大きい程後輪９，９の舵角
が大きくなって前後輪２，９の転舵比が増大する。At this time, the larger the difference between the rotation speed of the first support shaft 15 and twice the rotation speed of the gear housing 17, the larger the steering angle of the rear wheels 9, 9, and the larger the steering ratio of the front and rear wheels 2, 9. increase
また、車速か上昇して前後輪２，９の転舵位相を零位相
にするときには、上記第１支持軸１５をギヤハウジング
１７の回転数の２倍の回転数でもって同方向に回転させ
ると、第２支持軸１６は回転せず、後輪９，９の転舵角
は零となる。よって前後輪２，９の転舵位相は零位相と
なり、同時に転舵比も零となる。Further, when the vehicle speed increases and the steering phase of the front and rear wheels 2, 9 is set to zero phase, the first support shaft 15 is rotated in the same direction at twice the rotation speed of the gear housing 17. , the second support shaft 16 does not rotate, and the steering angle of the rear wheels 9 becomes zero. Therefore, the steering phase of the front and rear wheels 2 and 9 becomes zero phase, and at the same time, the steering ratio also becomes zero.
車速かさらに上昇して前後輪２，９の転舵位相を同位相
にするときには、上記第１支持軸１５の回転数をギヤハ
ウジング１７の回転数の２倍より下げるか、ないしは第
１支持軸１５をギヤハウジング１７の回転方向とは逆の
方向すなわち前方からみて反時計回り方向に回転させる
と、第２支持軸１６は前方からみて時計回り方向に回転
する。When the vehicle speed increases further and the steering phases of the front and rear wheels 2 and 9 are made to be in the same phase, the rotational speed of the first support shaft 15 should be lowered to less than twice the rotational speed of the gear housing 17, or the first support shaft When the gear housing 15 is rotated in a direction opposite to the direction of rotation of the gear housing 17, that is, in a counterclockwise direction when viewed from the front, the second support shaft 16 is rotated in a clockwise direction when viewed from the front.
このことによって後輪９，９の転舵方向は右方向となり
、よって前後輪２，９の転舵位相は同位相となる。As a result, the steering direction of the rear wheels 9, 9 becomes rightward, and therefore the steering phases of the front and rear wheels 2, 9 become the same phase.
その際、上記ギヤハウジング１７の回転数の２倍と第１
支持軸１５の回転数との差が大きい程（第１支持軸１５
をギヤハウジング１７と逆の方向に回転させる程）後輪
９，９の舵角が大きくなって前後輪２，９の転舵比が増
大する。At that time, twice the rotation speed of the gear housing 17 and the first
The larger the difference from the rotation speed of the support shaft 15 (the first support shaft 15
The more the rear wheels 9, 9 are rotated in the opposite direction to the gear housing 17, the larger the steering angle of the rear wheels 9, 9 becomes, and the steering ratio of the front and rear wheels 2, 9 increases.
尚、逆に前輪２，２を左方向に転舵させた場合にも上記
と同様に前輪２，２の舵角に対してモータ２４の回転方
向および回転数を制御することにより、後輪９，９の転
舵方向および舵角を変化させて、前後輪２，９の転舵位
相および転舵比を変更制御することができる。On the other hand, even when the front wheels 2, 2 are steered to the left, the rotation direction and rotation speed of the motor 24 are controlled with respect to the steering angle of the front wheels 2, 2 in the same manner as described above. , 9, the steering phase and steering ratio of the front and rear wheels 2, 9 can be changed and controlled by changing the steering direction and steering angle of the wheels 2, 9.
以上のことから、モータ２４を作動制御することにより
、第３図に示すように車速に応じて前後輪２，９の転舵
位相および転舵比を自由に制御することができ、低車速
時には旋回性能を、また中、高車速時には横加速度性能
をそれぞれ向上させるととができる。From the above, by controlling the operation of the motor 24, the steering phase and steering ratio of the front and rear wheels 2, 9 can be freely controlled according to the vehicle speed, as shown in FIG. It is possible to improve turning performance and lateral acceleration performance at medium and high vehicle speeds.
また、制御差動装置１３のギヤ群の作動を利用して前後
輪２，９の転舵位相および転舵比を制御するので、構造
が簡単であり、しかも取付スペースが小さくて済み、車
両への装備に有利である。In addition, since the steering phase and steering ratio of the front and rear wheels 2 and 9 are controlled using the operation of the gear group of the control differential device 13, the structure is simple, and the installation space is small. It is advantageous for equipment.
尚、上記実施例では、ラックピニオン式のステアリング
装置１を用いたが、その他の方式のステアリング装置を
採用してもよいのは勿論のことである。In the above embodiment, a rack and pinion type steering device 1 is used, but it goes without saying that other types of steering devices may be used.
以上説明したように、本発明によれば、ステアリング装
置と後輪転舵装置とを、モータによって作動制御され、
上記ステアリング装置の作動に応じて後輪転舵装置を作
動制御する制御差動装置を介して連結し、前輪の転舵方
向および舵角に対して上記モータの回転方向および回転
数を制御し前後輪の転舵位相および転舵比を変化させる
ようにしたことにより、前後輪の転舵位相および転舵比
を変更制御する制御機構の構造簡単化およびコンパクト
化を図ることができるものである。As explained above, according to the present invention, the steering device and the rear wheel steering device are operated and controlled by a motor,
The front and rear wheels are connected via a control differential device that controls the operation of the rear wheel steering device in response to the operation of the steering device, and controls the rotational direction and rotation speed of the motor in response to the steering direction and steering angle of the front wheels. By changing the steering phase and steering ratio of the front and rear wheels, it is possible to simplify and downsize the structure of the control mechanism that changes and controls the steering phase and steering ratio of the front and rear wheels.
図面は本発明の実施例を示し、第１図は全体概略構成図
、第２図は制御差動装置の断面図、第３図は車速と前後
輪の転舵位相および転舵比との関係を示す説明図である
。
１・・・ステアリング装置、２・・・前輪、４−・・ス
テアリングシャフト、８・後輪転舵装置、９・・後輪、
１０・ ラックピニオン機構、１３・・・制御差動装置
、１４・・ドライブピニオンギヤ、１５・・・第、１支
持軸、１６・・・第２支持軸、１７・・・ギヤハウジン
グ、１８１１−
・・リングギヤ、１９・・・第１サイドギヤ、２ｏ・・
・第２サイドギヤ、２２・・ピニオンギヤ、２４・・モ
ータ、２４ａ・・出力軸、２６．、、コントローラ。
１２−The drawings show an embodiment of the present invention, in which Fig. 1 is a general schematic diagram, Fig. 2 is a cross-sectional view of a control differential, and Fig. 3 is a relationship between vehicle speed, front and rear wheel steering phases, and steering ratio. FIG. DESCRIPTION OF SYMBOLS 1... Steering device, 2... Front wheel, 4-... Steering shaft, 8... Rear wheel steering device, 9... Rear wheel,
DESCRIPTION OF SYMBOLS 10. Rack and pinion mechanism, 13... Control differential device, 14... Drive pinion gear, 15... First support shaft, 16... Second support shaft, 17... Gear housing, 1811-・・Ring gear, 19...1st side gear, 2o...
-Second side gear, 22...pinion gear, 24...motor, 24a...output shaft, 26. ,,controller. 12-
Claims (1)
転舵する後輪転舵装置と、上記ステアリング装置の作動
に応じて後輪転舵装置を作動制御する制御差動装置とが
設けられ、上記制御差動装置は、上記ステアリング装置
のステアリングシャフトに取り付けられたピニオンギヤ
と、ギヤハウジングに形成され、上記ピニオンギヤに噛
合するリングギヤと、ギヤハウジング内に軸支され、モ
ータの出力軸に連結された第１サイドギヤと、ギヤハウ
ジング内に軸支され、上記後輪転舵装硬逢結あｔ’Ｌ’
、：第。、、−イ、ギ貨、ギヤハウジング内に軸支され
、上記両サイドギヤに共に噛合する一対の差動ピニオン
ギヤとを備え、さらに、前輪の転舵方向および舵角に対
して上記モータの回転方向および回転数を制御し前後輪
の転舵位相および転舵比を変化させるコントローラが設
けられていることを特徴とする車両の４輪操舵装置。+11 A steering device that steers the front wheels, a rear wheel steering device that steers the rear wheels, and a control differential device that controls the operation of the rear wheel steering device in accordance with the operation of the steering device, and the control differential The driving device includes a pinion gear attached to the steering shaft of the steering device, a ring gear formed in the gear housing and meshing with the pinion gear, and a first side gear that is pivotally supported in the gear housing and connected to the output shaft of the motor. The rear wheel steering device is rigidly connected to the rear wheel steering device t'L'
,: No. A pair of differential pinion gears are pivotally supported in the gear housing and mesh with both side gears, and the rotational direction of the motor is controlled relative to the steering direction and steering angle of the front wheels. A four-wheel steering system for a vehicle, comprising: a controller that controls the rotation speed and changes the steering phase and steering ratio of the front and rear wheels.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57191610A JPS5981272A (en) | 1982-10-30 | 1982-10-30 | 4-wheel steering device of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57191610A JPS5981272A (en) | 1982-10-30 | 1982-10-30 | 4-wheel steering device of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5981272A true JPS5981272A (en) | 1984-05-10 |
| JPH0353150B2 JPH0353150B2 (en) | 1991-08-14 |
Family
ID=16277494
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57191610A Granted JPS5981272A (en) | 1982-10-30 | 1982-10-30 | 4-wheel steering device of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5981272A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3544479A1 (en) * | 1984-12-20 | 1986-07-03 | Fuji Jukogyo K.K., Tokio/Tokyo | STEERING ARRANGEMENT FOR A MOTOR VEHICLE |
| JPS6441472A (en) * | 1987-08-06 | 1989-02-13 | Tokai Trw & Co | Four-wheel steering device for vehicle |
| FR2643603A1 (en) * | 1989-02-28 | 1990-08-31 | Peugeot | Device for controlling the steering of a vehicle with two steering axles |
| FR2675454A1 (en) * | 1991-04-22 | 1992-10-23 | Peugeot | Device for turning the guiding wheels of a vehicle, and particularly of a motor vehicle |
-
1982
- 1982-10-30 JP JP57191610A patent/JPS5981272A/en active Granted
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3544479A1 (en) * | 1984-12-20 | 1986-07-03 | Fuji Jukogyo K.K., Tokio/Tokyo | STEERING ARRANGEMENT FOR A MOTOR VEHICLE |
| JPS6441472A (en) * | 1987-08-06 | 1989-02-13 | Tokai Trw & Co | Four-wheel steering device for vehicle |
| FR2643603A1 (en) * | 1989-02-28 | 1990-08-31 | Peugeot | Device for controlling the steering of a vehicle with two steering axles |
| FR2675454A1 (en) * | 1991-04-22 | 1992-10-23 | Peugeot | Device for turning the guiding wheels of a vehicle, and particularly of a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0353150B2 (en) | 1991-08-14 |
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