WO2015046123A1 - ステアリング装置 - Google Patents
ステアリング装置 Download PDFInfo
- Publication number
- WO2015046123A1 WO2015046123A1 PCT/JP2014/075030 JP2014075030W WO2015046123A1 WO 2015046123 A1 WO2015046123 A1 WO 2015046123A1 JP 2014075030 W JP2014075030 W JP 2014075030W WO 2015046123 A1 WO2015046123 A1 WO 2015046123A1
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- WIPO (PCT)
- Prior art keywords
- rack
- steering
- wheel
- rack bar
- vehicle
- Prior art date
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Classifications
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- 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
- B62D7/1509—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 with different steering modes, e.g. crab-steering, or steering specially adapted for reversing of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D3/00—Steering gears
- B62D3/02—Steering gears mechanical
- B62D3/12—Steering gears mechanical of rack-and-pinion type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H19/00—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion
- F16H19/02—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion
- F16H19/04—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
Definitions
- the present invention relates to a steering device that steers either a front wheel or a rear wheel, and more particularly to a steering device that includes a four-wheel steering mechanism.
- Ackerman-Jantou type is used to steer the wheels using a steering link mechanism that connects the left and right wheels (hereinafter collectively referred to as "wheels” including tires, wheels, hubs, in-wheel motors, etc.)
- wheels including tires, wheels, hubs, in-wheel motors, etc.
- This steering mechanism uses a tie rod and a knuckle arm so that the left and right wheels have the same turning center when the vehicle turns.
- a steering mechanism provided with an actuator that changes either the length of the tie rod, the distance between the left and right tie rods, or the angle formed by each wheel and the knuckle arm. According to this steering mechanism, all of normal traveling, parallel movement, and small traveling can be smoothly performed, and the response is excellent (for example, see Patent Document 1 below).
- the steering mechanism is arranged between the left and right wheels of the front and rear wheels, and includes a rack bar that is rotatable about an axis and divided into left and right, and a forward / reverse switching means between the two divided rack bars. There is.
- the forward / reverse switching means can transmit the rotation of one of the divided rack bars to the other in the forward / reverse direction. According to this steering mechanism, movements such as a steering angle of 90 degrees and lateral movement are possible (for example, see Patent Document 2 below).
- each of the rack bars is connected to one of the left and right wheels via a tie rod, and the rack bar is connected by a synchronous gear held in a synchronous gear box.
- a steering mechanism that can move in the opposite direction with respect to the synchronous gearbox (see Patent Document 5 below).
- a line extending vertically from the rotation line of each wheel gathers at the turning center of the vehicle. Smooth running is possible.
- the lateral movement of the vehicle transverse movement in the lateral direction with the vehicle facing in the front-rear direction
- steering the wheel in a direction of 90 degrees with respect to the front-rear direction is a problem with the length of the steering link. It is difficult to interfere with other members. Further, even if one of the left and right wheels is steered at 90 degrees, the other wheel is not completely parallel to the one wheel, and smooth running is difficult.
- the front wheels that are main steered wheels can be steered in a predetermined traveling direction of the vehicle, and the rear wheels that are follower steered wheels are set in parallel with the longitudinal direction of the vehicle. ing. For this reason, when the front wheel of this vehicle is steered and turned, the front wheel and the rear wheel do not coincide with the turning circle. Accordingly, at low vehicle speeds, the vehicle turns in a posture in which the rear wheels enter the inside of the turning circle due to the inner wheel difference, and at high vehicle speeds, the vehicle turns in a posture in which the front wheels enter the inside of the turning circle by centrifugal force.
- Patent Document 1 As a vehicle having a four-wheel steering mechanism (a so-called 4WS vehicle), for example, the technique described in Patent Document 1 allows the vehicle to move in the lateral direction, turn around, and the like.
- an actuator for changing the length of the tie rod, the distance between the left and right tie rods, or the angle formed by the wheel and the knuckle arm is provided, the number of actuators is large and the control is complicated.
- Patent Document 2 not only has a complicated structure due to its mechanism, but also uses a large number of gears to steer the wheels by the rotation of the rack bar. For this reason, rattling is likely to occur, and it is difficult to smoothly steer the wheels.
- Patent Document 3 is an example of a conventional four-wheel steering mechanism. Although the rear wheel can be steered, it is difficult to move in the lateral direction with this mechanism alone for the same reason described above. Further, although Patent Document 4 can perform toe adjustment, it cannot cope with a lateral movement or a small turn of the vehicle.
- Patent Document 5 was devised by the applicant, and there is no problem with the basic four-wheel steering mechanism that solves the above-mentioned problems of Patent Documents 1 to 4.
- the friction state of the ground contact surfaces of the left and right wheels may be extremely different.
- each rack bar is connected to the left and right wheels, one of the rack bars stops or stops during the steering operation due to the inclination of the ground contact surface of the left and right wheels and the difference in friction state.
- the left and right wheels may be steered at different turning speeds, and the left and right wheels may not be steered symmetrically, resulting in a final target wheel angle.
- the left wheel does not steer (the rack bar connected to the left wheel does not move) and the right wheel Only the wheel can be steered greatly (originally, the rack bar connected to the right wheel moves to the extent that the rack bar connected to the left wheel should move).
- the present invention enables a vehicle that gives a steering angle to four wheels to cope with lateral movement, small turning, etc. without using a complicated mechanism, and at that time, the steering angle control can be stably and reliably performed.
- the task is to do.
- tie rods connected to the left and right wheels of a front wheel or a rear wheel and steering the left and right wheels, and a pair of rack bars respectively connected to the tie rods of the left and right wheels A synchronous gear that meshes with the pair of rack bars and converts the movement of the rack teeth of one rack bar in one direction relative to the parallel direction to the movement of the other rack bar in the other direction, and the pair of rack bars
- Rack bar operating means capable of moving the rack bar in the left-right direction along the parallel direction of the rack teeth of each rack bar, and at least one synchronization gear holding the synchronization gear and moving in the left-right direction
- a box, a rack case that holds the pair of rack bars and is fixed to a vehicle frame, and the synchronous gear box is fixed to the rack case. It includes a get fixing mechanism, and when moving the pair of the rack bar in the lateral direction opposite, to constitute a steering device for fixing the synchronous gearbox by the fixing mechanism.
- the pair of rack bars By connecting the wheels to the pair of rack bars that can be moved independently from each other via tie rods, the pair of rack bars can be fixed together in normal driving mode and operate without a sense of incongruity with conventional steering operations. By moving the pair of rack bars in different directions, various driving modes such as small turn, spot turn, and side running can be realized.
- the front and rear wheels can be steered to the same or opposite phase steering angle without using a complicated mechanism, and can respond to lateral movement and small turns.
- the synchronous gearbox is fixed to the rack case fixed to the frame side of the vehicle.
- the pair of rack bars can be moved in the opposite direction by the same distance.
- the rack bar connected to the left wheel does not move and is connected to the right wheel. There is no situation where only the rack bar moves greatly. For this reason, the left and right wheels can be quickly set to the target wheel angle, and the steering angle control can be stably performed.
- the fixing mechanism is fixed when the synchronous gear box is moved in the opposite direction along the parallel direction of the teeth of the rack bar. May be.
- the pair of rack bars By connecting the wheels via a tie rod to a pair of rack bars that can be moved independently on the left and right, in a normal driving mode, the pair of rack bars can move in the same direction in the same distance, and the conventional steering It can be operated without any sense of incongruity with operation, and by moving the pair of rack bars in different directions, various driving modes such as small turns, spot turn, and side running can be realized. Further, by using a pair of rack bars that can be switched between separation and fixation, the cost can be reduced without using complicated mechanisms and controls. Moreover, by providing a fixing mechanism for fixing the synchronous gear box to the rack case fixed to the frame side of the vehicle, the pair of rack bars can be reliably moved in the opposite direction by the same distance.
- the front and rear wheels can be steered to the same phase or opposite phase steering angles without using a complicated mechanism, and can respond to lateral movement and small turns.
- the steering angle control at the time can be stably performed.
- Image of vehicle using steering device of this embodiment 1 shows a first embodiment of the present invention
- (a) is a plan view of a general vehicle
- (b) is a plan view of a steer-by-wire vehicle.
- FIG. 2 is a plan view showing the small turn mode in the vehicle of FIG.
- FIG. 2 is a plan view showing a lateral movement (parallel movement) mode in the vehicle of FIG.
- Sectional view showing the support state of the wheel The perspective view which shows the external appearance of a steering device
- movement means of a steering device is shown, (a) is a front view of a separation state, (b) is a front view of a coupling state Plan view showing the inside of the steering device Front view showing the inside of the steering device The inside of a steering device is shown, (a) is a top view in a state where a pair of rack bars are closest, (b) is a plan view in a state where a pair of rack bars is opened
- the in-wheel motor M is mounted in the wheels of all the front, rear, left, and right wheels w in the steering device for the drive wheels of the vehicle 1.
- the in-wheel motor M By providing the in-wheel motor M, various travel patterns are possible.
- FIG. 1 shows an image diagram of a vehicle 1 using the steering device of this embodiment. It shows a two-seater (side-by-side two-seat) vehicle body with ultra-compact mobility.
- the vehicle 1 can steer the wheels w through the steering shaft 3 by operating the steering 2.
- the present invention is not limited to ultra-compact mobility and can also be applied to ordinary vehicles.
- FIGS. 2 (a) and 2 (b) are schematic plan views showing a drive system of the vehicle 1 of the first embodiment.
- the steering devices 10 and 20 of the present invention are connected to the left and right wheels (FL and FR) of the front wheels and the left and right wheels (RL and RR) of the rear wheels via tie rods 12 and 22, respectively.
- the steering device 10 of the present invention for the front wheels includes a steering shaft 3 (general vehicle (see FIG. 2A)) or an actuator 31 (steer-by-wire system (FIG. 2B) operated by a rotating operation of the steering wheel 2). )))))
- a steering shaft 3 generally vehicle (see FIG. 2A)
- an actuator 31 steerer-by-wire system (FIG. 2B) operated by a rotating operation of the steering wheel 2).
- the pinion shaft 61 see FIG. 10
- the steering device 20 of the present invention for the rear wheel is provided with a pinion shaft 61 (FIG. 10) by an actuator 31 (steer-by-wire system (see FIGS. 2A and 2B)) such as a motor that is operated by the rotation operation of the steering 2.
- FIG. 1 shows a vehicle 1 having a four-wheel steering device that employs the steering devices 10 and 20 of the present invention on front and rear wheels.
- a vehicle equipped with the steering device of the present invention only on the front wheel or the rear wheel can also be adopted, or the steering device of the present invention is equipped only on the rear wheel, and the front wheel is a normal general vehicle.
- a vehicle equipped with a simple steering device can also be used.
- the front and rear steering devices 10 and 20 are each provided with two rack bars for turning the left and right wheels w.
- the rack bar connected to the left wheel w with respect to the front-rear direction of the vehicle is the first rack bar 53
- the rack bar connected to the right wheel w is the second rack bar 54.
- the direction indicated by the arrow pointing leftward in the drawing is the forward direction of the vehicle.
- FIGS. 3 to 6 later.
- a synchronous gear 55 that meshes with each rack bar 53, 54 is provided between the two rack bars 53, 54.
- the synchronous gear 55 is held by a synchronous gear box 66 as shown in FIG.
- the connecting members 11 and 21 of the rack bars 53 and 54 are hinged to the left and right wheels w of the front wheel or the rear wheel, respectively, via tie rods 12 and 22, respectively.
- Various members such as a knuckle arm are appropriately interposed between the tie rods 12 and 22 and the wheel w.
- FIG. 7 shows a connection state between the wheel w in which the in-wheel motor M is accommodated and the tie rods 12 and 22. All the wheels w can be steered with the kingpin axis P supported by the vehicle frame as the central axis.
- the motor unit 101, the speed reducer 102, and the wheel bearing 103 are arranged in series in this order from the inner side of the vehicle body toward the wheel w.
- the first rack bar 53 and the second rack bar 54 are rack cases (steering cylinders) 50 that extend in the left-right direction with respect to the straight traveling direction (front-rear direction) of the vehicle. Is housed inside.
- the rack case 50 is supported by a frame (chassis) (not shown) of the vehicle 1.
- the support of the rack case 50 to the vehicle 1 can be directly or indirectly screwed to the frame of the vehicle 1 via a flange portion provided in the rack case 50, for example.
- the first rack bar 53 and the second rack bar 54 can move integrally in the left and right directions in the rack case 50 with respect to the straight traveling direction of the vehicle.
- This operation is performed by the operation of the normal steering actuator 31 based on the operation of the steering 2 performed by the driver. With this operation, the left and right wheels can be steered in the same direction on the left and right during normal travel.
- the pinion shaft 61 shown in FIGS. 9 (a) and 9 (b) is an actuator 31 (such as a motor that is operated by the rotation operation of the steering 2) or the steering shaft 3 (in the case of a general vehicle (see FIG. 2 (a))). In the case of the steer-by-wire system (see FIG. 2B)).
- the pinion shaft 61 has a first pinion gear 62 that is integrally or integrally rotatable.
- a first rack bar 53 that meshes with the first pinion gear 62 and a second pinion gear 65 that meshes with the second pinion gear 65.
- a rack bar 54 is provided. The two rack bars 53 and 54 extend in parallel to each other.
- FIG. 9A shows a separated state
- FIG. 9B shows a joined state.
- the steering devices 10 and 20 are each provided with a rack bar operating means 60.
- the rack bar operating means 60 moves the first rack bar 53 and the second rack bar 54 in directions opposite to each other along the left-right direction with respect to the straight traveling direction of the vehicle, that is, the direction in which the rack extends and contracts (the direction in which the rack teeth are parallel). It has the function of moving the same distance in the opposite direction.
- the rack bar operating means 60 is a rack gear of the pair of rack bars 53, 54 facing each other, that is, the synchronization rack gear 53a of the first rack bar 53 and the synchronization rack gear 54a of the second rack bar 54.
- the rack bar operating means 60 is a rack gear of the pair of rack bars 53, 54 facing each other, that is, the synchronization rack gear 53a of the first rack bar 53 and the synchronization rack gear 54a of the second rack bar 54.
- the first synchronization gear 55 includes three gears 55a, 55b, and 55c that are arranged in parallel at regular intervals along the parallel direction of the rack teeth of the rack bars 53 and 54.
- the force is moved in one direction with respect to the parallel direction of the teeth of the rack, the movement is converted into a movement in the other direction of the second rack bar 54.
- the steering devices 10 and 20 are provided with a fixing mechanism 67 for fixing the synchronous gear box 66 to the rack case 50 as shown in FIG.
- the fixing mechanism 67 employs a structure in which, for example, the trapezoidal screw 68 is rotated by a synchronous gearbox fixing actuator 69 (motor) that operates the trapezoidal screw 68, and the presser portion 68 a is pressed against and fixed to the synchronous gearbox 66. Can do.
- a synchronous gearbox fixing actuator 69 motor
- the trapezoidal screw 68 is used as the fixing mechanism 67 is shown, but an actuator such as a push-pull solenoid may be used.
- the synchronous gear box 66 Since the four flange portions 50a of the rack case 50 are screwed to the frame of the vehicle body, when the rack case 50 and the synchronous gear box 66 are fixed by the fixing mechanism 67, the synchronous gear box 66 is attached to the frame. On the other hand, it is fixed. Further, by fixing the synchronous gear box 66 and the rack case 50 relative to each other in a straight traveling state of the vehicle body, not only in the straight traveling state but also in any angle operation of the steering wheel 2, The rudder angle can be made the same.
- gears 56a and 56b constituting the second synchronization gear 56 are arranged between the adjacent gears 55a and 55b of the first synchronization gear 55 and between the gears 55b and 55c, respectively.
- the second synchronization gear 56 meshes only with the first synchronization gear 55 without meshing with the synchronization rack gear 53 a of the first rack bar 53 or the synchronization rack gear 54 a of the second rack bar 54.
- the second synchronization gear 56 is for moving the three gears 55a, 55b, 55c of the first synchronization gear 55 in the same direction by the same angle.
- the first rack bar 53 and the second rack bar 54 include steering rack gears 53b and 54b, respectively, in addition to the synchronization rack gears 53a and 54a. Yes.
- the first rack bar 53 and the second rack bar 54 are obtained by integrally fixing the synchronizing rack gears 53a and 54a and the steering rack gears 53b and 54b, respectively, by fixing means such as a bolt shaft. As good as
- the steering rack gears 53b and 54b function as driving force input means for moving the rack bars 53 and 54 along the parallel direction of the rack teeth with respect to the frame of the vehicle 1.
- the first rack bar 53 changes from the state shown in FIG. 12A (straight forward state) to the state shown in FIG. ),
- the force is transmitted to the second rack bar 54 via the first synchronization gear 55, and the second rack bar 54 is similarly moved from the state shown in FIG. It moves to the state shown in (b).
- the first pinion gear 62 and the second pinion gear 65 are rotationally fixed by the coupling mechanism 63 meshing at the tire (rack bar) position in the straight traveling state.
- the first rack bar 53 and the second rack bar 54 move in the same direction in the rack case 50 attached to the frame in the same direction and to the left and right.
- the coupling mechanism 63 is separated, and the first rack bar 53 and the second rack bar 54 mesh with the synchronous gear 55 in the synchronous gear box 66, respectively. ing.
- the meshing of the synchronization gear 55 causes the rack bars 53 and 54 to move in the opposite direction with respect to the synchronization gear box 66.
- the synchronous gear box 66 is fixed to the rack case 50 fixed to the frame, the synchronous gear box can be used even if the ground contact surfaces of the left and right wheels w (tires) are inclined or have different frictional states.
- the pair of rack bars 53, 54 can be moved by the same distance in opposite directions. Therefore, the left and right wheels w connected to the rack bars 53 and 54 via the tie rods 12 and 22 are always moved (steered) at the same angle.
- the rack bar operating means 60 of the front wheel steering device 10 is driven by a mode switching actuator 32 that operates in conjunction with the rotational operation of the steering 2 performed by the driver. Or by the driving force of the mode switching actuator 32 that operates in conjunction with the operation of the mode switching means 42 provided in the vehicle 1, as shown in FIGS. 9A and 9B, the first rotation shaft (pinion) Shaft) 61 and a first pinion gear 62 attached to the first rotating shaft 61 so as to be integrally rotatable. The rotation is transmitted from the operating shaft of the mode switching actuator 32 to the first rotating shaft 61 side via the steering shaft 3.
- the rack bar operation means 60 of the steering device 20 for the rear wheels is also the mode switching means provided in the vehicle 1 by the driving force of the mode switching actuator 32 that operates in conjunction with the rotational operation of the steering 2 performed by the driver. And a first pinion gear 62 that is attached to the first rotation shaft 61 so as to be integrally rotatable with the first rotation shaft 61. The rotation is transmitted from the operating shaft of the mode switching actuator 32 to the first rotating shaft 61 side via the steering shaft 3 (see FIGS. 9A and 9B).
- the rack bar operation means 60 includes a first pinion gear 62 integrated with or coupled to the first rotation shaft 61, a second rotation shaft 64 arranged on the same straight line as the first rotation shaft 61, and the second rotation shaft.
- a second pinion gear 65 is attached to 64 so as to be integrally rotatable.
- FIG. 8 is an external perspective view showing the entire steering devices 10 and 20.
- a first rack bar 53 and a second rack bar 54 are accommodated between the front cover 52 and the rear cover 51.
- boots are provided for preventing foreign substances from entering the movable portion from the attachment portions of the tie rods 12 and 22 to the rack case 50 (the case front portion 51 and the case rear portion 52).
- the first rotating shaft 61 is connected to the operating shaft of the mode switching actuator 32 via a steering joint (not shown).
- the first pinion gear 62 meshes with the turning rack gear 53 b of the first rack bar 53, and the second pinion gear 65 is used for turning the second rack bar 54. It meshes with the rack gear 54b.
- a connecting mechanism 63 that can be coupled and separated from each other is provided between the first pinion gear 62 and the second pinion gear 65.
- the coupling mechanism 63 has a function of switching the first rotating shaft 61 and the second rotating shaft 64 between a state in which relative rotation is possible (separated state) and a state in which relative rotation is impossible (coupled state).
- the coupling mechanism 63 includes a fixed portion 63b on the second rotating shaft 64 side and a moving portion 63a on the first rotating shaft 61 side.
- the moving part 63a is pressed against the fixed part 63b side by an elastic member such as a spring (not shown), and the convex part 63c on the moving part 63a side is coupled to the concave part 63d on the fixed part 63b side of the coupling mechanism 63.
- the shafts 61 and 64 are integrally rotatable. Note that the projections 63c may be provided on the fixed portion 63b side, and the recesses 63d may be provided on the moving portion 63a side, with the concave and convex portions being reversed.
- FIG. 9A shows a separated state of the coupling mechanism 63
- FIG. 9B shows a coupled state thereof.
- the first pinion gear 62 and the second pinion gear 65 are capable of relative rotation due to the separation of the coupling mechanism 63, the first pinion gear 62 is engaged with the first rack bar 53, and the second pinion gear 65 is engaged with the second rack. It meshes with the bar 54. Further, the first rack bar 53 and the second rack bar 54 are engaged with each other by a first synchronization gear 55. For this reason, with the rotation input to the first pinion gear 62, the first rack bar 53 moves in the lateral direction (one direction) along the parallel direction of the rack teeth, that is, the left-right direction of the vehicle.
- the coupling mechanism 63 is linked to the rotation operation of the steering 2 performed by the driver in a state where the first rack bar 53 and the second rack bar 54 are coupled via the first pinion gear 62 and the second pinion gear 65.
- the coupling mechanism 63 separates the first pinion gear 62 and the second pinion gear 65
- the first rack bar 53 and the second rack bar 54 are moved in opposite directions in the left and right direction with respect to the straight traveling direction of the vehicle.
- the left and right wheels can be steered in opposite directions around the kingpin axis P (see FIG. 7), that is, in directions opposite to each other.
- the rack bar operating means 60 also functions as a means for moving the first rack bar 53 and the second rack bar 54 in the same direction and the same distance during normal operation (the coupling mechanism 63 is in a coupled state).
- the driving force of the mode switching actuator 32 is input to the rack bars 53 and 54 through the rotation of the pinion gears 62 and 65, respectively.
- the rotation of the steering shaft 3 may not be transmitted to the steering 2. The transmission may be allowed.
- the normal steering actuator 31 can also serve as the mode switching actuator 32. That is, the normal steering actuator 31 may input rotation to the first rotating shaft 61 via the steering shaft 3 at the time of mode switching.
- the mode switching actuator 32 can play its role by the driving force of the in-wheel motor M arranged on the left and right of the steering. Furthermore, it is possible to steer using any one of these normal steering actuator 31, mode switching actuator 32, left and right in-wheel motors M, or some steering operation force.
- the first rack bar 53 and the second rack bar 54 are also the same distance in the same direction.
- the left and right wheels w of the front wheels are steered to a predetermined angle.
- FIG. 3 shows the case of turning to the right. That is, by making the two rack bars 53 and 54 fully operable by the connecting mechanism, it is possible to travel equivalent to a normal vehicle. In the normal travel mode, the driver can operate the steering 2 through the front wheel steering device 10 to make a straight turn, right turn, left turn, and other necessary turning according to each scene.
- FIG. 1 The small turning mode is shown in FIG.
- the first rack bar 53 and the second rack bar 54 in the rack case 50 of the rear-wheel steering device 20 can be moved in the same direction by the same distance.
- 9 (a) and 9 (b) are connected.
- the pair of rack bars 53 and 54 in the rack case 50 attached to the vehicle frame move the same distance in the same direction in the left-right direction.
- the first rack bar 53 and the second rack bar 54 are moved in the same direction by the same distance in the left-right direction as shown in FIG.
- the left and right wheels w of the rear wheels are steered to a predetermined angle.
- the rear wheels and the front wheels are steered in opposite phases (in the figure, the front wheels are steered to the right and the rear wheels are steered to the left), allowing a small turning with a smaller turning radius than in the normal travel mode. It becomes.
- FIG. 4 shows a state in which the rear wheel and the front wheel are steered by the same angle in opposite phases. Driving mode is also possible.
- spot turn mode The spot turn mode is shown in FIG.
- the synchronous gear box 66 is fixed to the rack case 50 by the fixing mechanism 67 at a position set when the synchronous gear box 66 is linearly moved, and the coupling mechanism 63 (see FIGS. 9A and 9B) is separated to thereby remove the rack case.
- the first rack bar 53 and the second rack bar 54 in 50 can be operated separately.
- the rack bars 53, 54 are mutually connected by the action of the first synchronization gear 55 provided between the first rack bar 53 and the second rack bar 54.
- the left and right wheels w are steered in the opposite direction by moving the same distance in opposite directions.
- the pair of rack bars 53 and 54 can be connected to each other even if there is a difference in the inclination of the ground contact surface of the tire or the friction state.
- the fixed synchronous gear box 66 as a reference, it can move in the opposite direction by the same distance. For this reason, the left and right wheels w can be quickly set as target wheel angles, and the steering angle control can be stably performed.
- the first rack bar 53 and the second rack bar 54 are moved in opposite directions, and the coupling mechanism 63 is coupled and fixed at a position where the central axes of all the four front and rear wheels w are substantially directed to the vehicle center as shown in FIG.
- the vehicle center is in a certain state (or substantially not moved) by the driving force of the in-wheel motor M provided on each wheel w. ). So-called in-situ turning is possible.
- the synchronous gear box 66 fixed to the rack case 50, stable in-situ rotation is possible.
- each wheel w is equipped with an in-wheel motor M. However, if at least one wheel w is equipped with an in-wheel motor M, and that one in-wheel motor M is activated, in-situ turning is performed. Is possible.
- the side running mode is shown in FIG. Similar to the in-situ turning mode, the fixing mechanism 67 fixes the synchronous gear box 66 to the rack case 50 at the position when the linear gearbox is moved straight, and the coupling mechanism 63 (see FIGS. 9A and 9B) is separated.
- the first first rack bar 53 and the second rack bar 54 in the rack case 50 can be operated separately.
- the rack bars 53, 54 are mutually connected by the action of the first synchronization gear 55 provided between the first rack bar 53 and the second rack bar 54.
- the left and right wheels w are steered in the opposite direction by moving the same distance in opposite directions.
- the pair of rack bars 53 and 54 can be moved to the left and right even if there is a difference in the inclination of the ground contact surface of the tire or the friction state. Can move the same distance in the opposite direction. For this reason, the left and right wheels w can be quickly set as target wheel angles, and the steering angle control can be stably performed.
- the steering device By inputting rotation from the mode switching actuator 32 to the first pinion gear 62 so that all four front and rear wheels w are directed in a direction of 90 degrees with respect to the straight traveling direction (left and right direction with respect to the straight traveling direction of the vehicle), the steering device The first rack bar 53 and the second rack bar 54 in 10, 20 are moved in opposite directions. And the coupling mechanism 63 (refer FIG. 9 (a), (b)) is couple
- the first rack bar 53 and the second rack in the rack case 50 of the steering devices 10 and 20 are released by releasing the state where the synchronous gear box 66 is fixed to the rack case 50. It is possible to finely adjust the direction (tire angle) of the wheel w by moving the bar 54 integrally in the left-right direction with respect to the straight traveling direction by the driving force of the normal steering actuator 31 or the operation of the steering 2. Become.
- FIG. 6 shows the positional relationship between the front and rear wheel steering devices 10 and 20 and the direction of the wheels w in the lateral running mode.
- the pair of rack bars 53 and 54 protrude outward, and the connecting portion of the tie rods 12 and 22 to the wheel w is located on the outermost side in the vehicle width direction.
- the direction (tire angle) of the wheel w can be finely adjusted by the driving force of the normal steering actuator 31 or the operation of the steering 2.
- the actuator driver 30 can change the rear wheel mode switching actuator based on the output of the ECU 40. 32, the left and right wheels w (RL, RR) of the rear wheels are set to a state (toe-in state) where the front side is slightly closed from the parallel state. Thereby, the stable high-speed driving
- This toe adjustment may be automatically performed based on the determination of the traveling state such as the vehicle speed and the load applied to the axle by the ECU 40, or may be performed based on the input from the mode switching means 42 provided in the cab. You may be made to be.
- the driving mode can be switched by operating the mode switching means 42 by the driver.
- the mode switching means 42 may be, for example, a switch, lever, joystick, etc. that can be operated by the driver.
- Switching mode Note that the mode switching means 42 is used as appropriate when switching between the above-described travel modes. By operating the mode switching means 42 in the passenger compartment, it is possible to select a normal running mode, an in-situ turn mode, a side running mode, a small turn mode, and the like. If switching can be performed by a switch operation or the like, safer operation is possible.
- the ECU 40 calculates and outputs the required amount of movement of each rack bar 53, 54 in the left-right direction based on information from the sensor 41 accompanying the rotation operation of the steering wheel 2. Based on the output, the front wheel normal steering actuator 31 is commanded to move the rack case 50 containing the rack bars 53 and 54 integrally in the left-right direction, and the left and right wheels w are rotated in the required direction by the required angle. Rudder.
- the four wheels w can be steered through the front and rear wheel steering devices 10 and 20 so that the center of the vehicle 1 has a center of rotation. it can. This operation is permitted only when the vehicle 1 is stopped.
- the ECU 40 calculates and outputs the amount of relative movement of the two rack bars 53 and 54 in the left-right direction. Based on the output, the actuator driver 30 instructs the front / rear wheel mode switching actuator 32 to perform turning.
- the four wheels w can be steered through the front and rear wheel steering devices 10 and 20 so that the steering angle of the four wheels w is 90 degrees. it can.
- the ECU 40 calculates and outputs the amount of relative movement of the two rack bars 53 and 54 in the left-right direction. Based on the output, the actuator driver 30 instructs the front / rear wheel mode switching actuator 32 to perform turning.
- the normal steering actuator 31 may be set to a state where it does not operate as necessary, or the operation of the normal steering actuator 31 is permitted, so that the steering angle can be finely adjusted by the operation. Is possible.
- the mode switching means 42 is operated and the small turning mode is selected, the front wheels and the rear wheels are steered in opposite phases and can be set so that the small turning is possible.
- the movement amount in the left-right direction of the rack case 50 that accommodates the pair of rack bars 53, 54 is similarly calculated and output by the ECU 40 based on the operation of the steering 2 and the like.
- the actuator driver 30 commands the normal steering actuator 31 and the mode switching actuator 32 for the front and rear wheels to perform the steering.
- the control of the front wheel steering device 10 is the same as in the normal travel mode.
- the ECU 40 A necessary amount of movement of the rack bars 53 and 54 in the left-right direction is output.
- the necessary amount of movement of the pair of rack bars 53 and 54 is output based on the determination of the traveling state by the ECU 40 itself.
- the actuator driver 30 can steer the front and rear wheels in a predetermined direction through the normal steering actuator 31 and the mode switching actuator 32.
- control of the steering device 20 for the rear wheels adopts a steer-by-wire system in which the steering operation performed by the driver and the mode switching operation are replaced with electric signals for turning.
- the steering device 10 for the front wheels may be a steer-by-wire system using the normal steering actuator 31 and the mode switching actuator 32 as in the case of the rear wheels.
- the driver operates as the normal steering actuator 31.
- a motor or the like connected to the steering 2 or the steering shaft 3 may be provided, and the motor or the like may calculate and assist the torque required to move the rack bars 53 and 54 in the left and right directions by the rotation of the steering shaft 3. Good.
- the mode switching actuator 32 is the same as that of the rear wheel.
- a general steering device using a mechanical rack and pinion mechanism or the like may be employed as a mechanism used for steering in the normal travel mode of the front wheel steering device 10.
- the present invention in the normal driving mode, it operates without a sense of incongruity with the conventional steering operation, and also enables various driving modes such as in-situ turning, lateral movement, small turn, etc.
- a special mode such as movement, by fixing the synchronous gear box 66 to the rack case 50 by the fixing mechanism 67, even if there is a difference in the inclination of the ground contact surface of the tire or the friction state, the pair of rack bars 53 , 54 can be moved by the same distance in opposite directions with respect to the fixed synchronous gear box 66 as a reference.
- the left and right wheels w can be quickly set to the target wheel angle and the steering angle control can be stably performed while enabling lateral movement, small turning, and the like at low cost without using a complicated mechanism. be able to.
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- Engineering & Computer Science (AREA)
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- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Power Steering Mechanism (AREA)
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Abstract
Description
図2(a)、(b)に示す直進状態の車輪位置で、前輪のステアリング装置10のラックケース50によって保持された第一ラックバー53と第二ラックバー54を一体移動可能な状態、つまり図9(a)、(b)の第一ピニオンギア62と第二ピニオンギア65を互いに結合又は分離が可能な連結機構63が結合した状態とする。すると、車両のフレームに取り付けられたラックケース50内の対のラックバー53、54は、左右の同方向に同距離移動する。
小回りモードを図4に示す。図3に示す前輪のステアリング装置10の動作に加え、後輪のステアリング装置20のラックケース内50の第一ラックバー53と第二ラックバー54を同方向に同距離移動可能な状態、つまり図9(a)、(b)の連結機構63が結合した状態とする。前輪と同じく、車両のフレームに取り付けられたラックケース50内の対のラックバー53、54は、左右方向に同方向に同距離移動する。
その場旋回モードを図5に示す。固定機構67によってラックケース50に対して同期ギアボックス66をその直進時に設定される位置で固定するとともに、連結機構63(図9(a)、(b)参照)を分離することで、ラックケース50内の第一ラックバー53と第二ラックバー54は別々に動作可能となる。このとき、モード切替用アクチュエータ32からピニオンギア62の入力によって、第一ラックバー53と第二ラックバー54に介在して設けた第一同期ギア55の作用により、両ラックバー53、54は互いに相反する方向に同距離移動し、左右車輪wは逆方向に転舵する。このように、固定機構67によってラックケース50に対して同期ギアボックス66を固定することによって、タイヤの接地面の傾斜や摩擦状態の違い等があっても、対のラックバー53、54を、固定された同期ギアボックス66を基準として、左右反対方向に同距離だけ移動することができる。このため、左右車輪wを速やかに目標とする車輪角度とすることができ、舵角制御を安定的に行うことができる。
横走りモードを図6に示す。その場旋回モードと同様に、固定機構67によってラックケース50に対して同期ギアボックス66をその直進時の位置で固定するとともに、連結機構63(図9(a)、(b)参照)を分離することで、ラックケース50内の第一第一ラックバー53と第二ラックバー54は別々に動作可能となる。このとき、モード切替用アクチュエータ32からピニオンギア62の入力によって、第一ラックバー53と第二ラックバー54に介在して設けた第一同期ギア55の作用により、両ラックバー53、54は互いに相反する方向に同距離移動し、左右車輪wは逆方向に転舵する。このように、固定機構67によってラックケース50に対して同期ギアボックス66を固定することによって、タイヤの接地面の傾斜や摩擦状態の違い等があっても、対のラックバー53、54を左右反対方向に同距離だけ移動することができる。このため、左右車輪wを速やかに目標とする車輪角度とすることができ、舵角制御を安定的に行うことができる。
その他の走行モードとして、例えば、電子制御ユニット(ECU)40が、車両1が高速走行中であることを認識した時は、ECU40の出力に基づき、アクチュエータドライバ30が、後輪のモード切替用アクチュエータ32に指令して、後輪の左右輪w(RL、RR)を、平行状態よりも前方側がわずかに閉じた状態(トーイン状態)に設定する。これにより、安定した高速走行が可能となる。
なお、前述の各走行モードの切り替え時についても、適宜、このモード切替手段42を使用する。車室内にあるモード切替手段42を操作することで、通常走行モード、その場旋回モード、横走りモード、小回りモード等を選択することができる。スイッチ操作等で切り替えが可能とすれば、より安全な操作が可能である。
2 ステアリング
3 ステアリングシャフト(操作軸)
10、20 ステアリング装置
11、21 接続用部材
12、22 タイロッド
30 アクチュエータドライバ
31 通常転舵用アクチュエータ
32 モード切替用アクチュエータ
40 電子制御ユニット(ECU)
41 センサ
42 モード切替手段
66 同期ギアボックス
67 固定機構
w 車輪
Claims (3)
- 前輪又は後輪の左右車輪(w)に接続され、その左右車輪(w)を転舵するタイロッド(12、22)と、
前記左右車輪(w)のタイロッド(12、22)にそれぞれ接続された対のラックバー(53、54)と、
前記対のラックバー(53、54)にそれぞれ噛み合い、一方のラックバー(53)のラックの歯の並列方向に対する一方向への動きを他方のラックバー(54)の他方向への動きに変換する同期ギア(55)と、
前記対のラックバー(53、54)をそれぞれのラックバー(53、54)のラックの歯の並列方向に沿って、左右反対方向へ移動させることが可能なラックバー動作手段(60)と、
少なくとも1つの前記同期ギア(55)を保持し、左右方向に移動可能な同期ギアボックス(66)と、
前記対のラックバー(53、54)を保持し、車両のフレーム側に固定されるラックケース(50)と、
前記ラックケース(50)に対し、前記同期ギアボックス(66)を固定し得る固定機構(67)と、
を備え、前記対のラックバー(53、54)を左右反対方向に移動させる際に、前記固定機構(67)により前記同期ギアボックス(66)を固定するステアリング装置。 - 車両直進時における前記同期ギアボックス(66)の位置において、前記同期ギアボックス(66)を固定する請求項1に記載のステアリング装置。
- 前記固定機構(67)による固定が、前記同期ギアボックス(66)を、前記対のラックバー(53、54)をそれぞれそのラックバー(53、54)のラックの歯の並列方向に沿って反対方向へ移動させる場合になされる請求項1又は2に記載のステアリング装置。
Priority Applications (3)
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EP14847569.2A EP3050780B1 (en) | 2013-09-26 | 2014-09-22 | Steering device |
US15/024,518 US10023228B2 (en) | 2013-09-26 | 2014-09-22 | Steering device |
CN201480052763.9A CN105579326B (zh) | 2013-09-26 | 2014-09-22 | 转向装置 |
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JP2013200168A JP6351944B2 (ja) | 2013-09-26 | 2013-09-26 | ステアリング装置 |
JP2013-200168 | 2013-09-26 |
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WO2015046123A1 true WO2015046123A1 (ja) | 2015-04-02 |
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PCT/JP2014/075030 WO2015046123A1 (ja) | 2013-09-26 | 2014-09-22 | ステアリング装置 |
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US (1) | US10023228B2 (ja) |
EP (1) | EP3050780B1 (ja) |
JP (1) | JP6351944B2 (ja) |
CN (1) | CN105579326B (ja) |
WO (1) | WO2015046123A1 (ja) |
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JP2015067774A (ja) * | 2013-09-30 | 2015-04-13 | 株式会社フジミインコーポレーテッド | 研磨用組成物およびその製造方法 |
CN108128353A (zh) * | 2018-01-16 | 2018-06-08 | 广西澜光科技有限公司 | 四轮驱动拖拉机的四轮转向机构 |
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EP3050780B1 (en) | 2018-06-13 |
EP3050780A1 (en) | 2016-08-03 |
CN105579326B (zh) | 2017-12-05 |
JP2015066975A (ja) | 2015-04-13 |
US10023228B2 (en) | 2018-07-17 |
CN105579326A (zh) | 2016-05-11 |
JP6351944B2 (ja) | 2018-07-04 |
EP3050780A4 (en) | 2016-11-02 |
US20160236710A1 (en) | 2016-08-18 |
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