JPS6027083Y2 - Vehicle directional stability maintenance device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a directional stability maintaining device for a vehicle.

Conventional on-road (ON ROAD), off-road (OF
The armored vehicles used in both F-ROADs were broadly categorized into types A, B, C, D, and E as shown in Figure 1.

These include constant all-wheel drive, specific axle drive, or whether it is selectable.

In the A type, the first axis 1 is the steering axis.

Type B is second in on-road performance. The third axle 2.3 is raised and the first or fourth axle 1, 4 is used as the steering wheel, or on-road the first. Second axis 1, 2 or 3. 4th axis 3, 4 or 1st axis, 2nd axis self and 3rd axis. 4th axis 3,
Both of the 4s run as a pair, but when off-road, the 1st. 2nd axis 1, 2 or 3. Steering is performed using either of the fourth axes 3 and 4.

The first type of C type. Steering with 2nd axis 1 and 2 or 1st axis
．． The third axis 1 and 3 are used for steering, or the second axis 2 is raised on-road, and the first axis 1 is used for steering only.

The D type not only steers with the first axis 1, but also articulates with the pin 4' as the center.

Type B is very common, but the first axis is 1 for steering or the first axis is 1. The pair of second axes 1 and 2 steer in opposite directions.

There are various steering modes as described above, and the alignment adopted by these is shown in FIG.

In FIG. 2, e is the kingpin offset amount, and the case as shown in FIG. 2 is defined as the offset of .

When the offset amount e is .largecircle., the straightness is lost under such conditions.

The left and right wheels have a friction coefficient (adhesion coefficient). When the vehicle rides on a road surface like this, when the drive force is ON, depending on whether or not the drive force is being transmitted, the entire vehicle will move to the right around the center of gravity G due to the right drive force.

Furthermore, on the left side, a moment is generated that tries to rotate the tire wheel b around the king pin a, which affects the tires on the road surface where μ = 0, and this moment is equivalent to steering the vehicle further to the right. It becomes effective.

This development is particularly problematic in vehicles such as armored vehicles, where steering wheels are often driven.

When the drive force is OFF, especially when the brakes are applied or the tires are rotated from the road surface, the resistance is greater in the direction of μ = ■, so the movement of the entire vehicle is around the center of gravity G. Trying to turn left (4th
(See figure) On the other hand, the reaction force that tire wheel b receives from the road surface acts around king pin a, so tire wheel b receives a counterclockwise rotation moment around king pin a and is also linked to tire wheel b above μ = 0. and try to turn the vehicle to the left as a whole.

As described above, this acts in a direction that further expands the movement of the vehicle.

Therefore, the steering on the first axis 1 of the A type, the first axis 1 of the B type
1st steering of C type. It is not a problem to take a large offset amount with ■ for steering on the 2nd axis 1 and 2, steering on the 1st axis 1 of the D type, steering on the 1st axis 1 of the E type, etc. be.

In particular, the steering on the 11th and 2nd axes 1 and 2 of the B type, the 1st axis of the C type
, when steering the second axes 1 and 2, there is a problem in achieving the same alignment.

The present invention was developed in view of the above circumstances, and its purpose is to increase the kingpin offset amount e of the drive wheels in multi-axis steering to (-e) to ensure good straight-line performance on any road surface. It's about doing.

Hereinafter, the present invention will be explained with reference to FIG. 5 and subsequent figures.

Recently, there has been an increase in the number of front-wheel drive vehicles with negative set kingpin offset during steering wheel alignment.

This is because the above-mentioned problem is solved by the negative set, which allows the movement of the wheels to correct the movement of the entire vehicle, resulting in excellent straight-line performance.

Therefore, effective alignment is provided for vehicles with a power system as shown in FIG. 5 using steering wheels of vehicles such as armored vehicles that are driven by all wheels or run on a specific drive shaft.

In FIG. 5, the first and second shafts 1 and 2 are steering shafts, and the power transmission system 5 is equipped with a clutch 6 that turns the power ON and OFF only to the first shaft 1.

When using such a power system, the first and second wheels 1'2'
is the same as the FF steering wheel when the first and second wheels 1' and 2' are in all-wheel drive, and when the second and third axes 2 and 3 are driven, the first
Wheel 1' is the same as the FR steering wheel, and 2nd wheel 2' is the FF steering wheel.
It has the same form as the steering wheel.

The negative offset is most effective when the drive is being transmitted to the steered wheels, and on the first wheel 1' after the ON-OFF clutch 6.

1' with negative offset alignment is not effective.

Therefore, if the second wheels 2', 2', which are always driven wheels, are negatively offset, the effect will be on the first wheels 1',
1' via the steering linkage, it is effective because it also corrects the first wheels 1', 1'.

This straightening linkage is shown in FIG.

The knuckle arms 7, 7' of the first wheels 1', 1' are connected by a first tie rod 8, and the knuckle arms 9, 9' of the second wheels 2', 2' are connected by a second tie rod 10'. The king pin 10 of the first wheel 1' and the king pin 11 of the second wheel 2' are connected by a third tie rod 12.

The kingpin offset amount e of the first wheel 1' is (10e), and the kingpin offset amount e of the second wheel 2' is (-e
).

0N-OF of power to 1st axis 1 by steering linkage
Regardless of F, a force acts on the second axis 2 to maintain its straightness on all road surfaces, so the first axis 1 also tries to maintain its straightness through the third tie rod 12.

Incidentally, both the 11th and 2nd wheels may be set to negative offset, but there are many opportunities to turn off the power, and there is little need for the first axis 1, which runs in an OFF state most of the time on the road.

The first and second axes 1 and 2 are steering axes, and the power transmission system 5 is equipped with a clutch 6 that turns power on and off only on the first axle 1, and the first wheels 1' and 1' One kingpin 10 and one kingpin 11 of the second wheels 2', 2' are connected by a third tie rod 12.

Since the two wheels 2' and 2' are the driving wheels and the king pin offset amount e of the second wheels 2' and 2' is set to (-e), the power is turned on and off to the first shaft 1 by the steering linkage. Regardless of the situation, a force acts on the second axle 2 to maintain straightness on all road surfaces, and through the third tie rod 12, the first axis 1 tries to maintain straightness, resulting in on-road driving and off-road driving. Excellent straightness is achieved not only in the case of .

[Brief explanation of the drawings] Figure 1 is an explanatory diagram of a multi-axis steering vehicle, Figure 2 is an explanatory diagram of alignment of a conventional multi-axis steering vehicle, and Figure 3 is a drive diagram of a conventional multi-axis steering vehicle. Fig. 4 is an explanatory diagram of steering when the power is ON, Fig. 4 is an explanatory diagram of steering when the drive is OFF, and Fig. 5 is an illustration of a multi-axis steering vehicle to which the directional stability maintaining device of the present invention-embodiment is applied. The power system diagram, FIG. 6, is an explanatory diagram of the configuration of the embodiment of the present invention. 1' is the first wheel, 2' is the second wheel, 8 is the first tie rod, 1
0 is the second tie rod, 12 is the third tie rod.

Claims (1)

[Scope of utility model registration request] No. 11 The second shafts 1 and 2 are steering shafts, and the power transmission system 5 is equipped with a clutch 6 that turns power on and off only on the first shaft 1. Kingpin 10 on the other hand
and one king pin 11 of the second wheels 2', 2' are connected by a third tie rod 12, with the two wheels 2', 2' serving as driving wheels;
The king pin offset amount e of the second wheels 2' and 2' is (-
A directional stability maintaining device for a vehicle, characterized in that e).