WO2015068547A1 - ステアリング装置及びステアリング装置システム - Google Patents

ステアリング装置及びステアリング装置システム Download PDF

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Publication number
WO2015068547A1
WO2015068547A1 PCT/JP2014/077517 JP2014077517W WO2015068547A1 WO 2015068547 A1 WO2015068547 A1 WO 2015068547A1 JP 2014077517 W JP2014077517 W JP 2014077517W WO 2015068547 A1 WO2015068547 A1 WO 2015068547A1
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WO
WIPO (PCT)
Prior art keywords
rack
steering
rack bar
wheel
steering device
Prior art date
Application number
PCT/JP2014/077517
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
大場　浩量
石河　智海
裕也 山口
Original Assignee
Ntn株式会社
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Filing date
Publication date
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2015068547A1 publication Critical patent/WO2015068547A1/ja

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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
    • 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
    • B62D7/08—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle
    • B62D7/09—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle characterised by means varying the ratio between the steering angles of the steered wheels
    • 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

Definitions

  • the present invention relates to a steering device for turning a wheel, and a steering device system using the steering device.
  • 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.
  • the steering mechanism described in Patent Document 1 below includes a steering link mechanism for left and right wheels using a tie rod and a knuckle arm on at least one of the front wheel side and the rear wheel side, the tie rod length, the distance between the left and right tie rods, Alternatively, by providing an actuator that changes any of the angles formed by each wheel and the knuckle arm, smooth running performance and responsiveness are ensured for normal running, parallel movement, and small turn.
  • the steering mechanism described in the following Patent Document 2 is disposed between the left and right wheels of the front and rear wheels, and is provided between the steering shaft that can rotate around the axis and the steering shaft divided into two left and right, Forward / reverse switching means for switching the rotation direction of the divided steering shaft in the forward / reverse direction is provided, thereby enabling movements such as a steering angle of 90 degrees and lateral movement.
  • the actuator is operated in accordance with the steering of the front wheel to steer the rear wheel.
  • the steering mechanism described in Patent Document 4 below includes travel mode switching means for switching between the normal travel mode and the non-normal travel mode such as the small turn operation by a button operation by the driver. .
  • 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.
  • the structure of 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 perform lateral movement (90-degree steering) with this mechanism alone for the same reason described above.
  • 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 is abnormal when switching between the normal travel mode and the special travel mode. It is an object to enable a driver to be involved in avoiding an abnormal state when a state occurs.
  • tie rods connected to left and right wheels and steering the left and right wheels, a pair of rack bars respectively connected to the tie rods of the left and right wheels, and the pair of rack bars And a synchronous gear that converts the movement of one rack bar in one direction relative to the parallel direction of the rack teeth into the other direction of the other rack bar, and the steering operation by the driver, the pair of racks
  • the steering apparatus includes a rack bar operating means capable of moving the bar in the opposite direction along the parallel direction of the rack teeth of each rack bar.
  • 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 operated without any sense of incongruity with conventional steering operations. By moving the pair of rack bars in different directions, various special driving modes such as small turn, spot rotation, and lateral movement 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 operation means of the rack bar engages with the pair of rack bars, respectively, and synchronizes the movement of one rack bar in one direction with respect to the parallel direction into the movement of the other rack bar in the other direction. It can be equipped with gears.
  • the rack bar may include a synchronization rack gear that meshes with the synchronization gear, and a steering rack gear that receives a driving force for moving the one rack bar in the parallel direction.
  • the rack bar may be formed by integrally forming the synchronization rack gear and the steering rack gear, but the synchronization rack gear and the steering rack gear formed separately are fixed integrally. If it is, the manufacture is easy.
  • the special rack mode spot rotation, lateral movement
  • spot rotation, lateral movement is performed by moving the pair of rack bars in opposite directions along the parallel direction of the rack teeth of each rack bar.
  • the synchronous gear box that holds at least one of the synchronous gears and is movable in the left-right direction
  • the rack case that holds the pair of rack bars and is fixed to the vehicle frame side
  • the rack case that holds the pair of rack bars and is fixed to the vehicle frame side
  • a fixing mechanism that can fix the synchronous gearbox is further provided, and when the pair of rack bars are moved in opposite directions, the synchronous gearbox is fixed by the fixing mechanism. it can.
  • 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 synchronous gear box is fixed at the position of the synchronous gear box when the vehicle is traveling straight. Further, in each of the above configurations, 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. It is preferable to do this. Further, the rack bar operating means couples or separates the first pinion gear meshing with the one rack bar, the second pinion gear meshing with the other rack bar, and the rotation shafts of the first and second pinion gears. It is preferable to have a structure including a connecting mechanism.
  • the steering device that is operated by a steering operation of the driver and steers the front wheels, the steering actuator that operates in conjunction with the steering operation, and the rear wheels that are steered in accordance with the operation of the steering actuator
  • a steering device system including the steering device can also be configured.
  • 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 paired rack bars in different directions, various special driving modes such as small turn, spot rotation, and lateral movement 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. That is, in a vehicle that gives a steering angle to four wheels, the front and rear wheels can be steered to the steering angle of the same phase or opposite phase without using a complicated mechanism to cope with a small turn or a lateral movement.
  • the wheel is steered by the steering operation of the driver, so that the operation is safe.
  • a feeling can be given. For example, when the driver senses an abnormal state such as the wheel touching an obstacle such as a curb and the steering becomes heavy, by stopping the steering operation at the driver's judgment or returning the steering, Since an abnormal state can be avoided promptly, an effect of increasing the driver's sense of security can be expected.
  • 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. 2A is a plan view showing a small turn mode in the vehicle of FIG.
  • FIG. 2A 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
  • an in-wheel motor M is mounted in the front and rear, left and right wheels w of the steering device for driving 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. 2A and 2B are schematic plan views showing a drive system and a control path of the vehicle 1 according to the embodiment of the present application.
  • the steering devices 10 and 20 of the present application 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.
  • a steering device for a front wheel is a general vehicle having a steering shaft (see FIG. 2A), or a steer-by-wire vehicle having an actuator such as a motor that is operated by a rotating operation of the steering (FIG. 2 ( b) can be employed for any of the above, and normal turning is possible by operating a pinion gear shaft linked to the steering device for the front wheels.
  • the rear wheel steering device operates like a front wheel by operating a pinion gear shaft linked to the rear wheel steering device by an actuator (steer-by-wire) such as a motor that is operated by a rotating operation of the steering wheel. Rudder is possible.
  • the steering device for the rear wheel can be employed in any type of vehicle shown in FIGS.
  • FIGS. 2 (a) and 2 (b) show a vehicle equipped with a four-wheel steering mechanism that employs steering devices 10 and 20 for both front and rear wheels.
  • the steering devices 10 and 20 are either front wheels or rear wheels.
  • the steering device 20 according to the present application may be provided only on the rear wheels, and the front wheels may be provided with an ordinary general steering device.
  • 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 connected to the left and right wheels w of the front wheel or the rear wheel 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 connecting the center line of the ball joint BJ provided at the tip of the upper arm UA and the lower arm LA supported by the vehicle frame as the central axis. Yes.
  • 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 50a provided in the rack case 50, for example.
  • the first rack bar 53 and the second rack bar 54 can move within the rack case 50 integrally in the same direction in the same direction in the left-right direction 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 gear shaft 61 shown in FIGS. 9 (a) and 9 (b) is an actuator 31 (such as a motor that is actuated by a rotating 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 gear shaft 61 has a first pinion gear 62 that is integrally or integrally rotatable.
  • the first rack bar 53 meshed with the first pinion gear 62 and the second pinion gear 65 are meshed with each other.
  • Two rack bars 54 are 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 rack teeth are moved in one direction with respect to the parallel direction of the teeth of the rack, the movement is converted into the movement of the second rack bar 54 in the other direction.
  • 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.
  • the trapezoidal screw 68 is used as the fixing mechanism 67 is shown, but other actuators 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 are provided with steering rack gears 53b and 54b, respectively, in addition to the synchronization rack gears 53a and 54a. .
  • 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 In order for the first rack bar 53 to move from the state shown in FIG. 12A (straight forward state) to the state shown in FIG. After the mechanism 63 is separated, the first rack bar 53 is moved in one direction by the input of the driving force from the rack bar operating means 60. Then, the force is transmitted to the second rack bar 54 via the first synchronization gear 55 meshed with both the first rack bar 53 and the second rack bar 54, Move the same distance in the opposite direction as the first rack bar.
  • 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 are engaged with the synchronous gear 55 in the synchronous gear box 66, respectively. is doing.
  • 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 first pinion gear 62 is rotated by a steering operation based on the judgment of the driver. That is, when the driver senses an abnormal state such as the wheel w touching an obstacle such as a curb during steering operation, and the steering operation becomes heavy, the steering operation is stopped or the steering is performed based on the determination. The abnormal state can be avoided promptly. In this way, when the rack bars 53 and 54 move in the other direction, by allowing the driver to participate in the operation for changing the mode, the driver cannot perform any operation during the mode changing operation. , Can give a sense of security in operation.
  • the driver By operating the mode switching actuator 32 provided in the steering device 10 instead of moving the rack bars 53 and 54 in the other directions and changing to the lateral movement mode by performing the steering operation in this way, the driver operates the mode switching actuator 32.
  • the rack bars 53 and 54 can be controlled to move.
  • the rack bar operation means 60 of the front-wheel steering device 10 includes a first rotation shaft (pinion gear shaft) 61 that rotates directly in accordance with the rotation operation of the steering 2 performed by the driver (see FIGS. 9A and 9B). ).
  • a first rotation shaft (pinion gear shaft) 61 that rotates directly in accordance with the rotation operation of the steering 2 performed by the driver (see FIGS. 9A and 9B).
  • the driving of the mode switching actuator 32 that operates in conjunction with the rotation operation of the steering wheel 2 performed by the driver. It is also possible to switch so that rotation is transmitted to the first rotating shaft 61 side by force 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.
  • 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. 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 steering rack gear 53 b of the first rack bar 53, and the second pinion gear 65 is the steering rack gear of the second rack bar 54. 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, that is, in a mode switching state
  • the first rack bar 53 and the second rack bar 54 are moved to the left and right 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 rotation of the first pinion gear 62 is normally performed directly by the rotation operation of the steering wheel 2 performed by the driver, but the driving force of the mode switching actuator 32 that operates in conjunction with the rotation operation of the steering wheel 2 performed by the driver. Can also be done. Even when the mode switching is performed by the mode switching actuator 32, the driver can be involved in the mode switching by a steering operation.
  • 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. 4 shows a state in which the rear wheels and the front wheels are steered by the same angle in opposite phases, the steered angles may be different between the front and rear.
  • the in-situ rotation mode is shown in FIG.
  • the fixing mechanism 67 fixes the synchronous gear box 66 to the rack case 50 at a position that is set when traveling straight, and also separates the coupling mechanism 63 (see FIGS. 9A and 9B) so that the driver can operate the steering 2
  • the first rotating shaft 61 By operating the first rotating shaft 61, the first rack bar 53 and the second rack bar 54 in the rack case 50 can be operated separately.
  • both rack bars 53 and 54 are moved by the action of the first synchronization gear 55 provided between the first rack bar 53 and the second rack bar 54 by the input from the first rotating shaft 61 to the pinion gear 62.
  • the left and right wheels w are steered in opposite directions while moving the same distance in opposite directions.
  • the first rotating shaft 61 can be rotated by the driving force of the mode switching actuator 32.
  • 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. ) Is maintained, and so-called in-situ rotation 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, the in-situ rotation is performed. Is possible. Further, the fixing mechanism 67 may not be used.
  • the lateral movement mode is shown in FIG. Similar to the in-situ rotation mode, the synchronizing gear box 66 is fixed to the rack case 50 at the position of the straight travel by the fixing mechanism 67, and the coupling mechanism 63 (see FIGS. 9A and 9B) is separated.
  • the driver operates the steering 2 and rotates the first rotation shaft 61
  • 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 first rotating shaft 61 can be rotated by the driving force of the mode switching actuator 32.
  • 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 is driven by the rotation input from the first rotating shaft 61 to the first pinion gear 62 so that all the 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 first rack bar 53 and the second rack bar 54 in 10, 20 are moved in opposite directions.
  • 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 movement mode.
  • the pair of rack bars 53 and 54 protrudes outward, and the connecting portion of the tie rods 12 and 22 to the wheels w is located on the outermost side in the vehicle width direction. Mode. Even in this lateral movement mode, 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 In addition, when switching each driving mode to the in-situ rotation mode or the lateral movement mode, it is preferable that the driving is performed by the driver's steering operation as described above, but the driver operates the mode switching means 42 in the passenger compartment. By doing so, it is possible to select the normal traveling mode, the spot rotation mode, the lateral movement mode, the small turn mode, and the like. If the selection can be switched by a switch operation or the like, a 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 the 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 mode switching means 42 If the mode switching means 42 is operated and the lateral movement mode is selected, the four wheels w are 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. Can do.
  • 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 gear mechanism or the like may be employed as a mechanism used for turning in the normal travel mode of the front wheel steering device 10.
  • the pair of rack bars 53 and 54 are fixed and operated without any sense of incongruity with the conventional steering operation, and the pair of rack bars 53 and 54 are moved in a different direction, thereby making a small turn, Various special driving modes such as spot rotation and lateral movement can be realized. Further, by using the pair of rack bars 53 and 54 that can be switched between separation and fixation, the cost can be reduced without using complicated mechanisms and controls. That is, in the vehicle 1 that gives the steering angle to the four wheels, the front and rear wheels w can be steered to the steering angle of the same phase or the opposite phase without using a complicated mechanism to cope with a small turn or a lateral movement. .
  • the wheel w is steered by the steering operation of the driver.
  • a sense of security can be given. For example, when the driver senses an abnormal state such as the wheel w coming into contact with an obstacle such as a curb or the steering wheel 2 becoming heavy, the steering operation is stopped or the steering wheel 2 is returned according to the driver's judgment. Thus, since an abnormal state can be avoided quickly, an effect of increasing the driver's sense of security can be expected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Power Steering Mechanism (AREA)
  • Transmission Devices (AREA)
PCT/JP2014/077517 2013-11-08 2014-10-16 ステアリング装置及びステアリング装置システム WO2015068547A1 (ja)

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JP6472484B2 (ja) * 2017-06-05 2019-02-20 ドーエイ外装有限会社 目地装置用中央維持部材
KR102104748B1 (ko) * 2019-05-14 2020-04-24 문윤경 차량용 조향 장치

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JPS62172608U (enrdf_load_stackoverflow) * 1986-04-23 1987-11-02
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