JPS62247975A - Rear wheel steering device - Google Patents

Rear wheel steering device

Info

Publication number
JPS62247975A
JPS62247975A JP9000686A JP9000686A JPS62247975A JP S62247975 A JPS62247975 A JP S62247975A JP 9000686 A JP9000686 A JP 9000686A JP 9000686 A JP9000686 A JP 9000686A JP S62247975 A JPS62247975 A JP S62247975A
Authority
JP
Japan
Prior art keywords
suspension member
car body
rear wheel
vehicle body
hydraulic cylinder
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.)
Pending
Application number
JP9000686A
Other languages
Japanese (ja)
Inventor
Koji Shibahata
康二 芝端
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP9000686A priority Critical patent/JPS62247975A/en
Publication of JPS62247975A publication Critical patent/JPS62247975A/en
Pending legal-status Critical Current

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
    • B62D7/146—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 comprising means for steering by acting on the suspension system, e.g. on the mountings of the suspension arms

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)
  • Vehicle Body Suspensions (AREA)

Abstract

PURPOSE:To improve reliability and the like by connecting a suspension member, which is so connected with a car body as to be freely rotatably, with a link holding a wheel support whereby installing the member on the car body where the distance between both ends of the member is enlarged. CONSTITUTION:A long from side to side suspension member 25 is arranged along the center line of a right and a left rear wheel 1, and its one side is pivotally secured to a car body 2 by way of a vertical shaft 26 and a rubber bush 27 provided to its periphery. A hole 28 vertically passing through is provided to the other side of the member 25, in addition, a deformable rubber bush 29 which crosses the inside of the hole 28 right and left, is provided, and furthermore a shaft 30 which passes through the bush 29 vertically, is fixed on the car body 2 for installing the member 25 on the car body 2. And the connection of the end section of a piston rod 4a in a hydraulic cylinder 4, the base of which is connected with the car body 2, is so made by way of a bracket 31 projected from the right side of the member 25.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、車両の後輪操舵装置に関するものである。[Detailed description of the invention] (Industrial application field) The present invention relates to a rear wheel steering device for a vehicle.

（従来の技術） 従来のこの種の後輪操舵装置としては、例えば特開昭５
８−２１４４６９号に開示されたもの（第３図参照）、
および特開昭６０−９２９８１号に開示されたもの（第
４図、第５図参照）等がある。(Prior art) As a conventional rear wheel steering device of this type, for example,
8-214469 (see Figure 3),
and those disclosed in JP-A-60-92981 (see FIGS. 4 and 5).

図中１は後輪、２は車体、３は後輪サスペンション、４
は後輪操舵用の油圧シリンダ、５は油圧シリンダ４を制
御するための電磁比例スプールバルブ、６はオイルポン
プ、７はオイルタンク、８はハンドル、９は舵角検出器
、１０は増幅器である。In the diagram, 1 is the rear wheel, 2 is the vehicle body, 3 is the rear wheel suspension, and 4
is a hydraulic cylinder for rear wheel steering, 5 is an electromagnetic proportional spool valve for controlling the hydraulic cylinder 4, 6 is an oil pump, 7 is an oil tank, 8 is a handle, 9 is a steering angle detector, and 10 is an amplifier. .

第３図の後輪サスペンション３はセミトレーリングアー
ム式のもので、１１はセミトレーリングアーム、１２は
サスペンションメンバー、１３はサスペンションメンバ
ー１２の両側端部に設けた外筒、１４はサスペンション
メンバー１２を車体に支持するための内筒、１５は外筒
１３と内筒１４との間に介挿したゴムブツシュ、１６は
サスペンションメンバー１２に突設したブラケットで、
前記油圧シリンダ４のピ′ストンロッド４ａと連結され
ている。The rear wheel suspension 3 in FIG. 3 is of a semi-trailing arm type, 11 is a semi-trailing arm, 12 is a suspension member, 13 is an outer cylinder provided at both ends of the suspension member 12, and 14 is a suspension member 12. 15 is a rubber bushing inserted between the outer cylinder 13 and the inner cylinder 14; 16 is a bracket protruding from the suspension member 12;
It is connected to the piston rod 4a of the hydraulic cylinder 4.

また第４図および第５図の後輪サスペンション３はパラ
レルリンク式のもので、１７はホイールサポート、１８
はラジアスロッド、１９はストラット、２０はブラケッ
ト、２１はブラケット２０を車体２に枢支する軸、２２
はホイールサポート１７とブラケット２０とを連結する
前側パラレルリンク、２３は後側パラレルリンク、２４
はブラケット２０の端部と油圧シリンダ４のピストンロ
ッド４ａの端部との連結部である。In addition, the rear wheel suspension 3 in FIGS. 4 and 5 is of a parallel link type, and 17 is a wheel support, and 18 is a parallel link type.
1 is a radius rod, 19 is a strut, 20 is a bracket, 21 is a shaft that pivots the bracket 20 to the vehicle body 2, 22
23 is a front parallel link connecting the wheel support 17 and the bracket 20, 24 is a rear parallel link.
is a connecting portion between the end of the bracket 20 and the end of the piston rod 4a of the hydraulic cylinder 4.

（発明が解決しようとする問題点） 上述の従来装置における第３図のものは、油圧シリンダ
４によってブラケット１６を介してサスペンションメン
バー１２をゴムブツシュ１５の弾性に抗して若干回動さ
せることによって後輪１のトー角を変化させるのである
。すなわち油圧シリンダ４によって例えば第３図の矢印
Ａの方向にブラケット１６を押した場合にサスペンショ
ンメンバー１２の両側端部がそれぞれ矢印Ｂの方向に変
位することによってサスペンションメンバー１２が回動
するのであるが、この場合ゴムブツシュ１５．１５の剛
性が同一であり固定された回動中心が定まりに（い為ゴ
ムブツシュ１５にはそれぞれ矢印Ｃで示すような、前記
サスペンションメンバー１２の回動とは無関係である無
駄な変位も作用する。したがってこの装置を有効に作用
させるには、油圧シリンダ４の力を大きくするか、ブラ
ケット１６の突出長（アーム）を長くしなければならず
、ブラケット１６を長くすると車両のレイアウトが困難
になるという問題点がある。(Problems to be Solved by the Invention) The above-mentioned conventional device shown in FIG. This changes the toe angle of wheel 1. That is, when the bracket 16 is pushed by the hydraulic cylinder 4, for example, in the direction of arrow A in FIG. 3, both ends of the suspension member 12 are displaced in the direction of arrow B, causing the suspension member 12 to rotate. In this case, the rigidity of the rubber bushes 15 and 15 is the same and the fixed center of rotation is fixed (therefore, the rubber bushes 15 each have a useless point as shown by arrow C, which is unrelated to the rotation of the suspension member 12). Therefore, in order for this device to work effectively, the force of the hydraulic cylinder 4 must be increased or the protruding length (arm) of the bracket 16 must be lengthened. There is a problem that layout becomes difficult.

また第４図および第５図に示す装置は、例えば油圧シリ
ンダ４を伸ばしてブラケット２０を矢印りの方向に回動
させることによって、リンク２２を矢印Ｅの方向に変位
させると共に、リンク２３を矢印Ｆの方向に変位させて
、後輪１を矢印Ｇのように回動させるものである。Further, in the apparatus shown in FIGS. 4 and 5, for example, by extending the hydraulic cylinder 4 and rotating the bracket 20 in the direction of the arrow, the link 22 is displaced in the direction of the arrow E, and the link 23 is moved in the direction of the arrow. The rear wheel 1 is rotated in the direction of arrow G by being displaced in the direction of F.

したがってこの装置では、油圧シリンダ４が左右それれ
ぞれ１個宛、合計で最低２個必要であるためコスト高に
なる。また後輪１に作用するサイドフォースによって生
じる例えば第４図の矢印Ｍのようなモーメントに対して
、ブラケット２０の寸法ｄが小さいため、外力に対する
ブラケット２０の安定性が悪くなる。その対策としてブ
ラケット２０の油圧シリンダ４との連結部２４のゴムブ
ツシュを固くすると、後輪操舵に必要な油圧シリンダ４
の力が大きくなる。このため前記モーメントＭに対する
ゴムブツシュの剛性と、後輪操舵のための制御力とのバ
ランスがとりにくいという問題点がある。Therefore, this device requires at least two hydraulic cylinders 4, one for each of the left and right sides, resulting in high costs. Furthermore, since the dimension d of the bracket 20 is small with respect to the moment, for example, as indicated by the arrow M in FIG. 4, caused by the side force acting on the rear wheel 1, the stability of the bracket 20 against external force becomes poor. As a countermeasure, the rubber bushing of the connection part 24 of the bracket 20 with the hydraulic cylinder 4 can be made hard, so that the hydraulic cylinder 4 necessary for steering the rear wheels can be hardened.
The power of increases. Therefore, there is a problem in that it is difficult to balance the rigidity of the rubber bush against the moment M and the control force for steering the rear wheels.

（問題点を解決するための手段） 上述の問題点を解決するため本発明においては、車幅方
向に配設されて両端部がブツシュを介して車体に取り付
けられるサスペンションメンバーに、一端がホイールサ
ポートに連結するリンクの他端を車体に対して揺動自在
に支持するサスペンション装置にお・いて、前記各ブツ
シュの内一方のブツシュの車両平面方向剛性を他方のブ
ツシュの車両平面方向剛性よりも大とすると共に、前記
一方のブツシュ内に前記サスペンションメンバーをｔＭ
平面内で回動可能とする上下方向軸を設け、前記サスペ
ンションメンバーを前記上下軸まわりに回動させる事に
より後輪を操舵するようにして後輪操舵装置を構成する
。(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a suspension member that is disposed in the vehicle width direction and has both ends attached to the vehicle body via bushings, and one end of which is attached to a wheel support. In a suspension device that supports the other end of a link connected to the vehicle body so as to be able to swing with respect to the vehicle body, the rigidity of one of the bushings in the vehicle plane direction is greater than the rigidity of the other bushing in the vehicle plane direction. At the same time, the suspension member is placed within the one bushing.
A rear wheel steering device is configured such that a vertical axis that can be rotated within a plane is provided, and the rear wheels are steered by rotating the suspension member around the vertical axis.

（作　用） 本発明装置は上述のように、車体の上下軸まわりに回転
させることができるように車体に連結したサスペンショ
ンメンバーに、ホイールサポートを保持するリンクを連
結したから、油圧シリンダの操舵力に従来装置のように
無駄な力を必要としない。またサスペンションメンバー
の両端は、取付点間距離を比較的大として車体に取り付
けられているため、後輪に作用するサイドフォースによ
って生じるモーメントに対する安定性も向上する。(Function) As described above, the device of the present invention connects the link holding the wheel support to the suspension member connected to the vehicle body so that it can rotate around the vertical axis of the vehicle body, so that the steering force of the hydraulic cylinder is reduced. does not require unnecessary force unlike conventional equipment. Furthermore, since both ends of the suspension member are attached to the vehicle body with a relatively large distance between the attachment points, stability against moments generated by side forces acting on the rear wheels is also improved.

そしてサスペンションメンバーの車体取り付は部のゴム
ブツシュを従来のように固くする必要もないから、ゴム
ブツシュの剛性と後輪操舵のための制御力とのバランス
もとり易くなる。Furthermore, since there is no need to make the rubber bushings of the suspension members as hard as in the past when mounting the suspension members on the vehicle body, it becomes easier to balance the rigidity of the rubber bushings with the control force for steering the rear wheels.

したがって本発明によれば、後輪操舵装置を全体的に軽
量化すると共に、製造コストを低下させ、装置の信顧性
を向上させることができる。Therefore, according to the present invention, the overall weight of the rear wheel steering device can be reduced, manufacturing costs can be reduced, and reliability of the device can be improved.

（実施例） 以下、第１図および第２図について本発明の−実施例を
説明する。図中前記符号と同一の符号は同等のものを示
す。(Example) An example of the present invention will be described below with reference to FIGS. 1 and 2. In the figure, the same reference numerals as the above-mentioned reference numerals indicate equivalent parts.

本実施例においては、左右の後輪１の中心線に沿って横
長のサスペンションメンバー２５を配置し、そのサスペ
ンションメンバー２５の一例（第１．　２図における左
側）を上下方向に向う軸２６およびその軸２６の周囲に
設けたゴムブツシュ２７を介して車体２に枢支すると共
に、サスペンションメンバー２５の他側（第１．２図に
おける右側）に上下に貫通する孔２８を設け、この孔２
８内を左右方向に横断する変形用ゴムブツシュ２９を設
けると共に、この変形用ゴムブツシュ２９を上下方向に
貫通する軸３０を車体２に固定してサスペンションメン
バー２５を車体２に取り付ける。In this embodiment, a horizontally elongated suspension member 25 is arranged along the center line of the left and right rear wheels 1, and one example of the suspension member 25 (the left side in FIGS. 1 and 2) is connected to a vertically directed shaft 26 and its The suspension member 25 is pivotally supported to the vehicle body 2 via a rubber bush 27 provided around the shaft 26, and a hole 28 is provided on the other side of the suspension member 25 (on the right side in FIG. 1.2) and penetrates vertically.
A deforming rubber bushing 29 is provided which crosses the interior of the deforming rubber bushing 29 in the left-right direction, and a shaft 30 passing through the deforming rubber bushing 29 in the vertical direction is fixed to the vehicle body 2 to attach the suspension member 25 to the vehicle body 2.

そして基部を車体２に連結した油圧シリンダ４ノヒスト
ンロフド４ａの先端部をサスペンションメンバー２５の
右側に突設したブラケット３１を介して連結する。この
油圧シリンダ４の制御装置は第３゜４図に示す従来装置
と同様のものでよい。The tip end of the hydraulic cylinder 4 and the hydraulic cylinder 4a, whose base is connected to the vehicle body 2, is connected via a bracket 31 protruding from the right side of the suspension member 25. The control device for this hydraulic cylinder 4 may be similar to the conventional device shown in FIGS. 3-4.

つぎに上述のように構成した本発明装置の作用を説明す
る。車両の高速走行時に例えばハンドル８　（第３．４
図参照）を操作して右へ転舵すると、電磁比例スプール
バルブ５を介して第１，２図の油圧シリンダ４に圧力油
が矢印Ｈのように入ると共に、その先端部から矢印Ｉの
ように排油される。Next, the operation of the apparatus of the present invention constructed as described above will be explained. For example, when the vehicle is running at high speed, the steering wheel 8 (Section 3.4)
(see figure) and steers to the right, pressure oil enters the hydraulic cylinder 4 shown in Figures 1 and 2 through the electromagnetic proportional spool valve 5 as shown by arrow H, and from its tip as shown by arrow I. The oil is drained.

このため油圧シリンダ４のピストンロッド４ａが第２図
の矢印Ｊで示すように押し出される結果、サスペンショ
ンメンバー２５を軸２６を支点として矢印にのように回
動させる。この場合変形用ゴムブツシュ２９は第２図に
示すように変形するが、この変形は比較的容易に行なわ
れる。As a result, the piston rod 4a of the hydraulic cylinder 4 is pushed out as shown by the arrow J in FIG. 2, causing the suspension member 25 to rotate about the shaft 26 as shown by the arrow. In this case, the deforming rubber bush 29 is deformed as shown in FIG. 2, but this deformation is relatively easy.

そしてサスペンションメンバー２５の矢印に方向の回動
によって各パラレルリンク２２　、２３が第２図の矢印
り、Ｎで示す方向に変位する結果、ホイールサポート１
７を介して後輪１が矢印０のように回動して車両の旋回
時における安定性を向上させることができる。As a result of the rotation of the suspension member 25 in the direction of the arrow, each of the parallel links 22 and 23 is displaced in the directions indicated by the arrows A and N in FIG.
The rear wheel 1 rotates as shown by the arrow 0 via the arrow 7, thereby improving the stability of the vehicle when turning.

なお、本実施例では油圧シリンダ４を１個使用するもの
を示したが、油圧シリンダ４をサスペンションメンバー
２５の左右にそれぞれ取り付けるようにすることもでき
る。In this embodiment, one hydraulic cylinder 4 is used, but the hydraulic cylinders 4 may be attached to the left and right sides of the suspension member 25, respectively.

また本実施例はパラレルリンク式のサスペンションに本
発明を実施した例を示したが、本発明はこれに限ること
なく、第３図に示すようなセミトレーリングアーム式の
サスペンションにも適用可能である。Further, although this embodiment shows an example in which the present invention is applied to a parallel link type suspension, the present invention is not limited to this, but can also be applied to a semi-trailing arm type suspension as shown in Fig. 3. be.

（発明の効果） 本発明装置は上述のように、車体の上下軸２６まわりに
回転させることができるように車体２に連結したサスペ
ンションメンバー２５に、ホイールサポート１７を保持
するリンク２２　、２３を連結したから、油圧シリンダ
４の操舵力に従来装置のように無駄な力を必要としない
。またサスペンションメンバー２５は車体２に両端が取
付点間距離を大として取り付けられているため、後輪１
に作用するサイドフォースによって生じるモーメントに
対する安定性も向上する。(Effects of the Invention) As described above, the device of the present invention connects the links 22 and 23 that hold the wheel supports 17 to the suspension member 25 that is connected to the vehicle body 2 so as to be able to rotate around the vertical axis 26 of the vehicle body. Therefore, the steering force of the hydraulic cylinder 4 does not require unnecessary force unlike the conventional device. In addition, since the suspension member 25 is attached to the vehicle body 2 with a large distance between the attachment points at both ends, the rear wheel
It also improves stability against moments generated by side forces acting on the vehicle.

そしてサスペンションメンバー２５の車体取り付は部の
ゴムブツシュ２９を従来のように固くする必要もないか
ら、ゴムブツシュ２９の剛性と後輪操舵のための制御力
とのバランスもとり易くなる。Furthermore, since there is no need to make the rubber bushing 29 of the suspension member 25 hard as in the conventional case, it becomes easier to balance the rigidity of the rubber bushing 29 with the control force for steering the rear wheels.

したがって本発明によれば、後輪操舵装置を全体的に軽
量化すると共に、製造コストを低下させ、装置の信幀性
を向上させることができるというすぐれた効果が得られ
る。Therefore, according to the present invention, excellent effects can be obtained in that the overall weight of the rear wheel steering device can be reduced, manufacturing costs can be reduced, and reliability of the device can be improved.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明装置の直進状態を示す平面図、第２図は
その操舵時の状態を示す平面図、第３図は従来装置の一
例を一部断面で示す平面図、 第４図は他の従来装置を一部断面で示す平面図、第５図
はそのＶ−Ｖ矢視図である。 １・・・後輪　　　　　　　　２・・・車体３・・・後
輪サスペンション　４・・・油圧シリンダ５・・・電磁
比例スプールバルブ ６・・・オイルポンプ　　　　８・・・ハンドル２５・
・・サスペンションメンバー ２６・・・軸　　　　　　　　　２７・・・ゴムブツシ
ュ２８・・・孔　　　　　　　　　２９・・・変形用ゴ
ムブツシュ３０・・・軸 第１図 第２図 第３図FIG. 1 is a plan view showing the device of the present invention in a straight-ahead state, FIG. 2 is a plan view showing the state during steering, FIG. 3 is a plan view partially showing an example of a conventional device in cross section, and FIG. FIG. 5 is a partially cross-sectional plan view of another conventional device, taken along the line V-V. 1... Rear wheel 2... Vehicle body 3... Rear wheel suspension 4... Hydraulic cylinder 5... Electromagnetic proportional spool valve 6... Oil pump 8... Handle 25.
... Suspension member 26 ... Shaft 27 ... Rubber bushing 28 ... Hole 29 ... Rubber bushing for deformation 30 ... Shaft Fig. 1 Fig. 2 Fig. 3

Claims (1)

【特許請求の範囲】[Claims] １、車幅方向に配設されて両端部がブッシュを介して車
体に取り付けられるサスペンションメンバーに、一端が
ホイールサポートに連結するリンクの他端を車体に対し
て揺動自在に支持するサスペンション装置において、前
記各ブッシュの内一方のブッシュの車両平面方向剛性を
他方のブッシュの車両平面方向剛性よりも大とすると共
に、前記一方のブッシュ内に前記サスペンションメンバ
ーを車両平面内で回動可能とする上下方向軸を設け、前
記サスペンションメンバーを前記上下軸まわりに回動さ
せる事により後輪を操舵するようにしたことを特徴とす
る後輪操舵装置。1. In a suspension device in which a suspension member arranged in the vehicle width direction and having both ends attached to the vehicle body via bushes supports the other end of a link whose one end is connected to a wheel support so as to be able to swing freely relative to the vehicle body. , the rigidity of one of the bushes in the vehicle plane direction is made larger than the rigidity of the other bush in the vehicle plane direction, and the suspension member is arranged in the one bush so as to be rotatable within the vehicle plane. A rear wheel steering device characterized in that a directional axis is provided and the rear wheels are steered by rotating the suspension member around the vertical axis.
JP9000686A 1986-04-21 1986-04-21 Rear wheel steering device Pending JPS62247975A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP9000686A JPS62247975A (en) 1986-04-21 1986-04-21 Rear wheel steering device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP9000686A JPS62247975A (en) 1986-04-21 1986-04-21 Rear wheel steering device

Publications (1)

Publication Number Publication Date
JPS62247975A true JPS62247975A (en) 1987-10-29

Family

ID=13986540

Family Applications (1)

Application Number Title Priority Date Filing Date
JP9000686A Pending JPS62247975A (en) 1986-04-21 1986-04-21 Rear wheel steering device

Country Status (1)

Country Link
JP (1) JPS62247975A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100957161B1 (en) * 2008-06-23 2010-05-11 현대자동차주식회사 Semi-trailing arm type suspension system of vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100957161B1 (en) * 2008-06-23 2010-05-11 현대자동차주식회사 Semi-trailing arm type suspension system of vehicle

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