WO2016039312A1 - Dispositif de direction et procédé de commutation de mode de conduite de véhicule - Google Patents

Dispositif de direction et procédé de commutation de mode de conduite de véhicule Download PDF

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Publication number
WO2016039312A1
WO2016039312A1 PCT/JP2015/075406 JP2015075406W WO2016039312A1 WO 2016039312 A1 WO2016039312 A1 WO 2016039312A1 JP 2015075406 W JP2015075406 W JP 2015075406W WO 2016039312 A1 WO2016039312 A1 WO 2016039312A1
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WIPO (PCT)
Prior art keywords
wheel
knuckle
vehicle
kingpin
kingpin shaft
Prior art date
Application number
PCT/JP2015/075406
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English (en)
Japanese (ja)
Inventor
井口　和幸
Original Assignee
Ntn株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2014185143A external-priority patent/JP2016055804A/ja
Priority claimed from JP2015145034A external-priority patent/JP2017007633A/ja
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2016039312A1 publication Critical patent/WO2016039312A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • 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
    • 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
    • B62D7/18—Steering knuckles; King pins

Definitions

  • the present invention relates to a steering device employed in a vehicle that can switch a traveling mode between a normal traveling mode and a special traveling mode such as in-situ rotation, and a method for switching a traveling mode of a vehicle that employs 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 device has a tie rod and a knuckle arm, and acts so that the left and right wheels have the same center of rotation when the vehicle rotates.
  • This steering device for example, there is a configuration shown in Patent Document 1 below.
  • This steering device is provided with a steering link mechanism for left and right wheels using tie rods and knuckle arms on at least one of the front wheel side and the rear wheel side, and the tie rod length, the distance between the left and right tie rods, or the angle between each wheel and the knuckle arm
  • By providing an actuator that changes this all the normal traveling, parallel movement, and small traveling are smoothly performed, and excellent responsiveness is ensured.
  • the steering device shown in the following Patent Document 2 is disposed between the left and right wheels of the front and rear wheels, and can rotate around an axis, and the rotation direction of the divided steering shaft between the left and right divided steering shafts.
  • Patent Document 3 discloses a technology of a four-wheel steered vehicle in which an actuator is operated in accordance with the steering of the front wheels to steer the rear wheels.
  • Japanese Patent Application Laid-Open No. 2004-228561 discloses a technique of a steering device in which a toe adjustment of the left and right wheels is performed by moving a rack housing connecting the left and right wheels in the front-rear direction to improve running stability.
  • the front wheels which are the main steered wheels
  • the rear wheels which are the follower steered wheels
  • the rotation center of the front wheel and the rear wheel is not at the same position.
  • the vehicle rotates in a posture in which the rear wheels enter the inside of the rotation circle due to the inner wheel difference
  • the vehicles rotate in a posture in which the front wheels enter the inside of the rotation circle by centrifugal force.
  • the technique described in Patent Document 1 allows the vehicle to move in the lateral direction, turn around, and the like.
  • the technique described in Patent Document 2 has a complicated structure due to its mechanism, and 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 between the gears, and it is difficult to smoothly steer the wheels.
  • Patent Document 3 is an example of a conventional four-wheel steering device and enables rear wheel steering, but it is difficult to move in the lateral direction only with this mechanism.
  • Patent Document 4 has a problem that it can not adjust to a lateral movement or a small turn of the vehicle while toe adjustment is possible.
  • each of the rack bars is connected to one of the left and right wheels via a tie rod, and the rack bar is movable in the opposite direction with respect to the synchronous gear box by a synchronous gear held by the synchronous gear box.
  • the two rack bars are each provided with a pinion gear that meshes with the rack bar, and a coupling mechanism is provided between the two pinion gears so that the rotation shafts of both the pinion gears can be coupled or separated.
  • both rack bars When this coupling mechanism is coupled, both rack bars can be moved together in the same direction by the same distance, that is, the left and right wheels can be steered in the same direction.
  • both rack bars can be moved in the opposite direction by the same distance, that is, the left and right wheels can be steered in the opposite direction.
  • turning the left and right wheels in the same direction corresponds to normal turning in a general vehicle.
  • turning the left and right wheels in the reverse direction corresponds to switching the travel mode from the normal travel mode to a special travel mode such as spot rotation or lateral movement.
  • Both the normal turning and the switching of the traveling mode are transmitted to the wheel side through a tie rod as a rotation around one kingpin axis of a knuckle provided on each wheel. If this steering device is mounted on a vehicle, a special travel mode such as in-situ rotation and lateral movement can be performed, and a change from the normal travel mode to the special travel mode can be performed smoothly.
  • Japanese Patent Laid-Open No. 04-262971 Japanese Patent No. 4635754 Utility Model Registration No. 2600374 JP 2003-127876
  • Japanese Patent Application No. 2013-158876 Japanese Patent Laid-Open No. 2015-44565
  • an object of the present invention is to realize a steering device having a switching function from the normal travel mode to the special travel mode with a simple configuration.
  • a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device,
  • a steering device includes a second kingpin shaft that rotates the wheel in a direction corresponding to a traveling mode of the vehicle with respect to the knuckle.
  • the first kingpin axis is involved in normal steering while the second kingpin axis is in the travel mode. Can be involved in switching.
  • the vehicle further includes first drive means for turning the wheel around the first kingpin axis, and second drive means for turning the wheel around the second kingpin axis. It is preferable to adopt a configuration.
  • the tie rod of the steering device is connected to the first kingpin shaft side, and the steering device only has to perform normal steering. Therefore, a general rack and pinion is used as the first drive means of the steering device. A formula can be adopted. For this reason, the structure can be simplified and the mounting property to a vehicle can be ensured.
  • the second king pin shaft side is provided with a second driving means that is a travel mode switching mechanism.
  • a second driving means that is a travel mode switching mechanism.
  • an in-wheel motor is mounted inside the wheel, the in-wheel motor is driven to rotate the wheel, and the wheel is rotated around the second kingpin axis by this rotational force. It is convenient and preferable to make it move. By operating this switching mechanism, the vehicle driving mode can be switched smoothly.
  • the first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.
  • a lock mechanism for fixing the rotation of the wheel around the second kingpin axis.
  • the knuckle is rotated around the first kingpin axis in accordance with the steering operation of the wheel, while the rotation of the wheel around the second kingpin axis is It is preferable to adopt a configuration that is performed in accordance with a change operation of the traveling mode of the vehicle.
  • the first kingpin axis and the second kingpin axis are set to an inclination angle suitable for each rotation axis. The wheel can be steered and the driving mode can be switched more smoothly.
  • a steering device capable of turning the wheels in the same direction left and right around the first kingpin shaft;
  • the lock mechanism can further include a lock mechanism that can lock the rotation of the wheel around the second kingpin axis at a position corresponding to each travel mode.
  • the configuration generally used as the steering device of this steering device is A simple rack and pinion type can be employed. For this reason, while being able to aim at the weight reduction and manufacturing cost reduction of a steering apparatus, the mounting property to a vehicle can also be improved.
  • the first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.
  • the steering angle can be adjusted to adjust the turning angle of the left and right wheels in each travel mode. Furthermore, by turning the rotation around the second kingpin axis and performing the steering operation, the knuckle is moved around the second kingpin axis while the wheel cannot be steered by friction with the road surface. It can rotate and can switch a driving mode.
  • At least one of the front and rear wheels further includes a drive source for turning the wheel around the second kingpin axis.
  • the driving force by the drive source can be used in combination with the switching of the travel mode, and the travel mode can be switched more smoothly.
  • the first kingpin shaft and the second kingpin shaft are arranged such that the scrub radius of the second kingpin shaft is larger than the scrub radius of the first kingpin shaft. Is preferred.
  • the scrub radius is the distance between the point at which the kingpin axis intersects the ground and the center of the tire's ground contact surface.
  • the scrub radius along with the position and inclination of the kingpin axis, affects the vehicle's running characteristics and turning characteristics. It has a big impact. Specifically, when the scrub radius is increased, the switching characteristics of the driving mode by the switching mechanism are improved, but the driving characteristics of the vehicle may be deteriorated.
  • the kingpin axis is configured separately with the first kingpin axis and the second kingpin axis, the first kingpin axis is used for wheel steering operation, and the second kingpin axis is used for switching the driving mode. By functioning, it is possible to achieve both of ensuring the traveling characteristics and ensuring the switching characteristics of the traveling mode by the switching mechanism.
  • the second drive means (drive source) for turning the wheel around the second kingpin axis is an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, a motor, a reducer, or the like. It is preferable that the power source be configured as follows.
  • the wheel corresponds to the traveling mode of the vehicle with respect to the suspension device according to the switching operation of the traveling mode of the vehicle. It can also be set as the structure provided with the kingpin axis
  • the kingpin shaft related to the travel mode switching mechanism in each configuration described above, the second If the wheel is rotated by a switching mechanism around (around the kingpin axis), the driving mode of the two wheels that are not involved in normal steering can be switched.
  • a knuckle provided on the chassis via a suspension device on at least one of the front and rear wheels, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and the knuckle And a second kingpin shaft that rotates the wheel in a direction corresponding to the vehicle driving mode, and when the vehicle driving mode is changed by the steering device, either the front or rear side
  • the vehicle travel mode switching method is configured to prevent the vehicle from moving during the travel mode switching while rotating the other wheel around the second kingpin axis while preventing the other wheel from rotating. did.
  • a braking force is applied to the wheel, or a switching mechanism (such as an in-wheel motor) provided on the wheel is applied in a direction opposite to the direction in which the wheel is intended to rotate. Can be.
  • the knuckle provided in the chassis via the suspension device on the front and rear wheels, the first kingpin shaft for rotating the knuckle in the steering direction with respect to the suspension device, and the wheel against the knuckle And a second kingpin shaft for rotating the vehicle in a direction corresponding to the travel mode of the vehicle.
  • both the front and rear wheels are The vehicle driving mode switching method is configured so that the vehicle does not move during the switching of the driving mode.
  • the knuckle provided on the chassis via the suspension device is provided with a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and a wheel with respect to the knuckle.
  • a second kingpin shaft that rotates in a direction corresponding to the travel mode of the vehicle is provided, and the rotation of the wheel around the second kingpin shaft is locked at a position corresponding to each travel mode that the vehicle can take.
  • a lock mechanism capable of turning the left and right wheels connected to the knuckle in the same direction, and driving the steering device to the first knuckle.
  • the knuckle is rotated around the first kingpin axis and the second kingpin axis to prevent the wheel from being steered by friction between the wheel and the road surface.
  • the vehicle driving mode switching method is configured to switch the vehicle driving mode by performing one or both of the driving mode switching steps alternately.
  • the vehicle travel mode can be easily changed from the normal travel mode to the special travel mode such as the lateral travel mode using a general steering device that steers the left and right wheels in the same direction.
  • the weight of the steering device and the manufacturing cost can be reduced, and the mounting property on the vehicle can be improved.
  • the lock mechanism is in an unlocked state, the steered device is in a fixed state, and the wheels are driven by a drive source to rotate the knuckle around the second kingpin axis, thereby driving mode It is preferable to further include a second traveling mode switching step. As described above, the driving mode can be switched more smoothly by using the driving force of the driving source together with the switching of the driving mode.
  • the drive source can be any of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel.
  • a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and the wheel with respect to the knuckle And a second kingpin shaft that is rotated in a direction corresponding to the travel mode.
  • the kingpin shaft is involved in normal steering while the second kingpin shaft is switched to the driving mode.
  • the steering device having the function of switching from the normal travel mode to the special travel mode can be realized with a simple configuration.
  • FIG. 1 is a perspective view of the steering device shown in FIG. Front view showing a second embodiment (driven wheel side) of the steering device according to the present invention
  • FIG. 1A and FIG. 3A are schematic diagrams of a vehicle equipped with the steering device.
  • FIG. 4 is a plan view showing a state where the vehicle shown in FIG.
  • FIG. 9C The figure which shows the principal part of FIG. 9B Front view showing knuckle Bottom view showing knuckle Side view showing knuckle Top view showing knuckle The figure which shows the principal part of FIG.
  • FIG. 10A The figure which shows the principal part of FIG. 10B Front view of the locked state showing the locking member Top view of the lock state showing the lock member Front view side view of the unlocked state showing the lock member Top view of the unlocked state showing the locking member Bottom view in normal travel mode showing driven wheels
  • the main part of FIG. 12A showing the driven wheel Bottom view in in-situ rotation mode showing pivot support
  • the main part of FIG. 12C showing the driven wheel Bottom view in lateral movement mode showing driven wheels
  • FIG. 12E which shows a driven wheel.
  • FIG. 4 is a plan view showing a state where the vehicle shown in FIG.
  • FIGS. 1 and 2 A first embodiment of a steering device according to the present invention is shown in FIGS. 1 and 2, and a second embodiment is shown in FIGS. 3A to D.
  • FIG. 1A is a front view
  • FIG. 1B is a side view
  • FIG. 2 is a perspective view
  • FIG. 3A is a front view
  • FIG. 3B is a plan view
  • FIG. 3C is a side view
  • the steering device 10 according to the first embodiment is employed on the side of a drive wheel provided with a drive source (in-wheel motor M in the present embodiment) in the wheel w
  • the steering device 30 according to the second embodiment includes a drive source Adopted on the driven wheel side that is not equipped with.
  • the steering device 10 according to the first embodiment is referred to as a driving wheel steering device (hereinafter denoted by reference numeral 10), and the steering device 30 according to the second embodiment is referred to as a driven wheel steering device (hereinafter referred to as They are respectively referred to as 30).
  • steering devices 10 and 30 are employed, for example, in a vehicle C shown in FIG.
  • the vehicle C is a two-seater (side-by-side two-seater) ultra-compact mobility. Note that the use of the steering devices 10 and 30 according to the present invention is not limited to this ultra-compact mobility, and can also be applied to ordinary vehicles.
  • the rear wheels RR and RL of the vehicle C are drive wheels provided with an in-wheel motor M, and the front wheels FR and FL are driven wheels provided with no in-wheel motor M.
  • a driving wheel steering device 10 is provided on the rear wheels RR, RL side, and a driven wheel steering device 30 is provided on the front wheels FR, FL side.
  • the drive wheel steering device 10 employs a steer-by-wire system in which steering is performed based on an operation such as switching of a driving mode of the driver, while the driven wheel steering device 30 is operated by the driver's steering 1.
  • a normal rack and pinion system that performs steering based on the above is adopted.
  • the drive wheel steering device 10 is connected to, for example, a chassis (not shown) of the vehicle C shown in FIG. 4 via a suspension device 11 (upper arm 11a, lower arm 11b). ), The first kingpin shaft 13 for rotating the knuckle 12 in the steering direction with respect to the suspension device 11, and the wheel w with respect to the knuckle 12 corresponding to each traveling mode of the vehicle C.
  • a second kingpin shaft 14 that rotates in the direction, a turning device 15 (see FIG.
  • the lock mechanism 16 that can lock the rotation of the wheel w at a position corresponding to each of the travel modes has a basic configuration.
  • the steering direction of the wheel w corresponding to various driving modes of the vehicle C will be described in detail in item (3).
  • the knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12.
  • the tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w.
  • the steering device 15 and moving the tie rod 17 By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w.
  • the shape of the connecting portion of the knuckle 12 with the tie rod 17 is appropriately determined in consideration of whether the wheel w to which the knuckle 12 is attached does not interfere with the driving wheel or the driven wheel, or with peripheral members. can do.
  • the left and right wheels w are moved by moving the rack 15a connected to the left and right wheels w via the tie rods 17 by the driver's steering operation.
  • a rack and pinion system that steers the wheel in the same direction can be adopted.
  • the steering device 15 a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and an actuator or the like based on a steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steered device 15 with the driving force can be employed.
  • the driving wheel steering device 10 is provided on the rear wheels RR, RL side, the steering device 15 is driven by the driving force of an actuator (not shown).
  • An in-wheel motor M is incorporated in the wheel w provided with the drive wheel steering device 10.
  • the vehicle C can be driven by rotating the wheel w, and, as will be described in detail in item (2), a driven wheel steering device 30 provided on the driven wheel side. It is possible to assist in switching the driving mode.
  • the second kingpin shaft 14 has rotating shafts 14 a and 14 b closer to the center of the knuckle 12 than the first kingpin shaft 13, and the wheel w can be rotated on the second kingpin shaft 14. Is provided.
  • the distance (hereinafter referred to as the scrub radius) between the point at which each kingpin shaft 13, 14 intersects the ground and the center of the ground contact surface of the tire is the first scrub radius r2 of the second kingpin shaft 14.
  • the kingpin shafts 13 and 14 are arranged so as to be larger than the scrub radius r1 of the kingpin shaft 13.
  • the position and inclination of the kingpin shaft and the size of the scrub radius greatly affect the running characteristics and turning characteristics of the vehicle C. Specifically, when the scrub radius is increased, the traveling characteristics of the vehicle C may be deteriorated while the switching characteristics of the traveling mode are improved.
  • the kingpin shaft is composed of the first kingpin shaft 13 and the second kingpin shaft 14 separately, the first kingpin shaft 13 is used for the steering operation of the wheel w, and the second kingpin shaft 14 travels.
  • the scrub radius r2 of the second kingpin shaft 14 is configured to be larger than the scrub radius r1 of the first kingpin shaft 13, thereby ensuring running characteristics. It is possible to ensure both of the driving mode switching characteristics.
  • the knuckle 12 is provided with a lock mechanism 16 that fixes the rotation of the wheel w around the second kingpin shaft 14.
  • the lock mechanism 16 has an insertion hole and a lock body 18 fixed to the knuckle 12, and a plurality of engagement recesses 19a, 19b, and 19c inserted into the insertion hole. It has a lock bar 20 provided and a solenoid operating part 21 that operates the lock part main body 18. An engagement protrusion (not shown) that can be engaged with the engagement recesses 19a, 19b, and 19c is provided in the lock body 18.
  • the engagement recess 21 is operated. It is possible to freely engage or release (lock or unlock) the engagement protrusions 19a, 19b, and 19c.
  • the engagement recess 19a corresponds to the in-situ rotation mode
  • the engagement recess 19b corresponds to the small turn mode
  • the engagement recess 19c corresponds to the lateral movement mode.
  • 1A and 1B shows the state of the normal travel mode, and although not shown in the drawing, the lock unit 18 has a relationship corresponding to the normal travel mode. A joint recess is formed, and the engagement recess and the engagement protrusion are engaged.
  • 15 for example, the rack 15a in the configuration shown in FIG. 5
  • the knuckle 12 is moved around the first kingpin shaft 13 and The travel mode can be switched by rotating around the second kingpin shaft 14 (first travel mode switching step).
  • the steering device 15 is set in a fixed state (a state in which the rack 15a is not movable), and the wheel k is driven by the in-wheel motor M (drive source), whereby the knuckle 12 is moved to the second state. It is also possible to turn around the kingpin shaft 14 and switch the running mode (second running mode switching step).
  • the driving of the steering device 15 or the in-wheel motor M is stopped at the timing when any of the engaging recesses 19a, 19b, 19c is located in the lock body 18.
  • the solenoid operating part 21 is actuated again, and any one of the engaging recesses 19a, 19b, 19c is engaged with the engaging protrusion in the lock part main body 18.
  • the switching to the travel mode corresponding to the position of each engagement recess 19a, 19b, 19c is completed.
  • the number of the engagement recesses 19a, 19b, and 19c is changed as appropriate according to the number of travel modes employed in the vehicle C.
  • the lock mechanism 16 is composed of the lock unit main body 18, the lock bar 20, and the solenoid operating unit 21, but other fixed devices such as a rotating disk and a fixing pin for fixing the rotation of the rotating disk, for example.
  • a structure can also be adopted.
  • two or more fixing structures can also be used together.
  • any one of a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer can be employed as the drive source.
  • the driven wheel steering device 30 is, for example, a vehicle C (see FIG. 3A) via the suspension device 11 (upper arm 11a, lower arm 11b) as shown in FIGS. 3A to 3D. 4)), a knuckle 12 provided in a chassis (not shown), a first kingpin shaft 13 for rotating the knuckle 12 in the steering direction with respect to the suspension device 11, and a wheel w with respect to the knuckle 12.
  • a second kingpin shaft 14 that rotates in a direction corresponding to each travel mode of the vehicle C, and a steering device 15 that can steer the wheels w around the first kingpin shaft 13 in the same direction left and right (see FIG. 5).
  • the lock mechanism 16 which can lock rotation of the wheel w around the 2nd kingpin axis
  • the knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12.
  • the tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w.
  • the steering device 15 By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w.
  • a shaft support member 31 is fixed to the wheel, and the knuckle 12 is held by the shaft support member 31 so as to be rotatable around the first kingpin shaft 13.
  • the rack 15 a connected to the left and right wheels w via the tie rods 17 is moved left and right by the driver's steering operation in the same manner as the drive wheel steering device 10.
  • a rack and pinion system that steers w in the same direction can be employed.
  • the steering device 15 a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and the actuator is based on the steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steering device 15 with a driving force such as can be employed.
  • the knuckle 12 is provided with a lock mechanism 16 that is coaxial with the second kingpin shaft 14 and fixes the rotation of the wheel w (the shaft support member 31) around the second kingpin shaft 14.
  • the lock mechanism 16 can freely lock or unlock the angle of the wheel w with respect to the knuckle 12 at any position corresponding to the normal travel mode, the spot rotation mode, the lateral movement mode, and the small turn mode. It is like that.
  • the second kingpin shaft 14 has pivot shafts 14a and 14b (see FIG. 1A, etc.) closer to the center of the knuckle 12 than the first kingpin shaft 13, and the second kingpin shaft 14 includes wheels. w (axial support member 31) is rotatably provided. Similarly to the drive wheel steering device 10, the kingpin shafts 13, 14 are arranged so that the scrub radius r 2 of the second kingpin shaft 14 is larger than the scrub radius r 1 of the first kingpin shaft 13. Is arranged.
  • the lock mechanism 16 is brought into the unlocked state, the steering device 15 (for example, the rack 15a in the configuration shown in FIG. 5) connected to the knuckle 12 is driven, and the friction between the wheel w and the road surface causes the wheel w to move.
  • the traveling mode can be switched by rotating the knuckle 12 around the first kingpin shaft 13 and the second kingpin shaft 14 while preventing the turning (first traveling mode switching step).
  • the vehicle C includes a driven wheel that does not include the in-wheel motor M on the front wheels FR and FL, and a drive wheel that includes the in-wheel motor M on the rear wheels RR and RL.
  • a driven wheel steering device 30 is provided, and a driving wheel steering device 10 is provided on the rear wheels RR and RL side.
  • the driven wheel steering device 30 is driven based on the operation of the driver's steering 1, while the drive wheel steering device 10 is driven by an actuator (not shown).
  • the steering 1 is operated leftward. Then, the rack bar 15a of the steering device 15 moves rightward, and the right front wheel FR turns leftward. Since the locking mechanism 16 of the left front wheel FL is released, the knuckle 12 of the left front wheel FL freely rotates around either the first kingpin shaft 13 or the second kingpin shaft 14. To get. However, since it cannot be steered by friction with the road surface, only the knuckle 12 rotates around both kingpin shafts 13 and 14 with respect to the left front wheel FL. For this reason, the position of the knuckle 12 is shifted from the lock position corresponding to the normal travel mode ((ii) in this figure).
  • the lock mechanism 16 of the right front wheel FR is released and the steering 1 is operated rightward.
  • the locking mechanism 16 of both the left and right front wheels FL and FR is released, only the knuckles 12 and 12 around the kingpin shafts 13 and 14 are steered without turning the left and right front wheels FL and FR.
  • the lock mechanism 16 of the left front wheel FL is brought into a locked state.
  • Drive M in the reverse direction.
  • the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the left-right direction (the direction in which the turning angle of the left and right front wheels FL, FR increases).
  • the left front wheel FL is steered to the right, and when the turning angle of the left front wheel FL becomes 90 degrees with respect to the longitudinal direction of the vehicle (the steering 1 is in a neutral state).
  • the locking mechanism 16 of the right front wheel FR is set to the locked state.
  • the left and right front wheels FL and FR are steered in a direction corresponding to the lateral movement mode (this diagram (vii)).
  • the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the backward direction.
  • the vehicle cannot move backward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13.
  • the left and right rear wheels RL and RR are moved in the left and right direction around the second kingpin shaft 14 (the direction in which the turning angle of the left and right rear wheels RL and RR is increased).
  • the lock mechanism 16 of the left and right rear wheels RL and RR is set in the locked state and the in-wheel motor M is driven. To stop. Thereby, it can be set as the horizontal movement mode in which all the wheels FL, FR, RL, and RR on the left and right and left and right are steered 90 degrees in the horizontal direction (this figure (viii)).
  • the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the forward direction.
  • the vehicle cannot move forward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13.
  • the left and right rear wheels RL and RR are steered in the front-rear direction around the second kingpin shaft 14 (the direction in which the left and right rear wheels RL and RR are parallel to each other). To do.
  • the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the front-rear direction (the direction in which the left and right front wheels FL, FR approach in parallel).
  • the left front wheel FL in the locked state is steered to the left, while the knuckle 12 of the right front wheel FR with the unlocked state is rotated around the kingpin shafts 13 and 14.
  • the left and right front wheels FL, FR lock mechanism 16 is brought into the locked state, so that all the left and right front and rear wheels FL, FR, RL and RR can be set to the normal travel mode (this figure (vii)).
  • the left and right front wheels FL and FR can be brought into a straight traveling state (this figure (viii)).
  • the lock mechanism 16 around the second kingpin shaft 14 employed in the vehicle C will be described with reference to FIGS. 8A, 8B to 12A to 12F.
  • the lock mechanism 16 includes the shaft support member 31, the knuckle 12, and the lock device 32 as main components.
  • 8A and 8B show the main part of the locking mechanism 16 (near the locking device 32)
  • FIGS. 9A to 9E show the shaft support member 31
  • FIGS. 10A to 10F show the knuckle 12
  • FIGS. 11A to 11D show the lock.
  • the device 32 and FIGS. 12A to 12F show the operation of the locking device 16, respectively.
  • the shaft support member 31 has a main body portion 31a extending in the direction of the rotation axis of the wheel w, and a shaft portion 31b extending in the vertical direction protrudes from the main body portion 31a (FIGS. 9A and 9B). reference).
  • the shaft portion 31b is inserted into a through hole 12d formed in the knuckle 12 described later, and is rotatable around the second kingpin shaft 14.
  • a lock groove 33 (33a, 33b, 33c) having a semicircular cross section is formed on the outer peripheral surface of the lower end of the shaft portion 31b at a position corresponding to the turning angle of the wheel w in each travel mode of the vehicle C. (See FIGS. 9B and 9C).
  • the lock groove 33a corresponds to the normal travel mode
  • the lock groove 33b corresponds to the in-situ rotation mode
  • the lock groove 33c corresponds to the lateral movement mode.
  • lock grooves 33a, 33b, and 33c are formed at three locations.
  • the number of the lock grooves 33a, 33b, and 33c depends on the type of travel mode that the vehicle C has. Correspondingly increase or decrease accordingly.
  • a fitting projection 31c is formed at the end of the main body 31a (see FIGS. 9A and 9B), and the fitting member 31c is fitted into the wheel, whereby the shaft support member 31 is fixed to the wheel w. (See FIGS. 3A to 3D).
  • the knuckle 12 has a U-shaped body portion 12a in side view, and a shaft portion 12b that is rotatable around the first kingpin shaft 13 projects in the vertical direction on the body portion 12a (see FIG. 10A, see FIG. 10C).
  • An upper arm 11a and a lower arm 11b are connected to spherical portions formed at the tip of the shaft portion 12b.
  • An extending portion 12c extends in the middle of the main body portion 12a, and a tie rod 17 (see FIGS. 3A to 3D) is connected to the tip of the extending portion 12c.
  • a pair of through holes 12d and 12d into which a shaft portion 31b protruding from the shaft support member 31 is inserted are formed in the main body portion 12a of the knuckle 12.
  • a lock groove 12e having a semicircular arc in cross section is formed on the inner peripheral surface of the lower through hole 12d of the pair of through holes 12d and 12d (see FIGS. 10E and 10F).
  • the shaft portion 31b of the shaft support member 31 inserted into the through-hole 12d is rotated around the second kingpin shaft 14, and one of the lock grooves 33a, 33b, 33c formed on the outer peripheral surface of the shaft portion 31b.
  • the lock device 32 has a bottomed cylindrical housing 34, and a solenoid coil 35 and a lock plunger 36 are provided inside the housing 34.
  • a lock pin 36 a is formed at the tip of the lock plunger 36.
  • a biasing member (not shown) is interposed between the lock plunger 36 and the housing 34.
  • the lock pin 36a protrudes from the housing 34 by the biasing force of the biasing member (see FIG. 11A), and the lock pin 36a is connected to the shaft portion 31b and the inner peripheral surface of the through hole 12d. (See FIG. 8A).
  • the lock pin 36a is inserted into the lock hole, the knuckle 12 cannot rotate around the second kingpin shaft 14 (locked state).
  • the lock hole formed by the lock groove 33a formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d is formed in the lock hole.
  • the in-situ rotation mode see FIG. 12B
  • the lock hole formed by the lock groove 33b formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d see FIG. 12D
  • the lateral movement mode in the lock hole formed by the lock groove 33c formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (see FIG. 12F),
  • the lock pins 36a are respectively inserted, and the knuckle 12 is locked at the turning angle of the wheel w corresponding to each travel mode.
  • the lock device 32 except for the lock pin 36a is not shown.
  • the travel mode switching procedure shown in FIGS. 6 and 7 is merely an example.
  • the driving mode can be switched between the normal driving mode and the spot rotation mode.
  • Other driving modes may be interposed. Between the driving modes (for example, the normal driving mode and the lateral movement mode) having a large difference in the turning angle of the wheels w, the driving mode (for example, the in-situ rotation mode) having an intermediate steering angle between the two driving modes is interposed. This is because the driving mode can be switched more smoothly.
  • the driving force of the in-wheel motor M provided on the driving wheel is used as an assist for switching the traveling mode of the driven wheel.
  • the driving mode of the driven wheels is switched without receiving assistance from the driving force of the in-wheel motor M by appropriately performing locking and unlocking by the lock mechanism 16 while turning the wheel w left and right by the device 30. Sometimes you can.
  • the driving mode of the driving wheel can be switched without using the driving force of the in-wheel motor M, similarly to the switching of the driving mode of the driven wheel.
  • FIGS. 3 A traveling mode of a vehicle equipped with driving wheels for all four wheels will be described with reference to plan views shown in FIGS.
  • the white triangle described in each figure indicates the front of the vehicle C, and the white arrow indicates the traveling direction of the vehicle C in each travel mode (or steered state).
  • Each of these drawings shows details of the control system and the drive system between the drive wheel steering device 10 and the driven wheel steering device 30 in order to pay attention to the steering direction of the wheel w in each travel mode. Is omitted.
  • the normal travel mode is a mode in which the front wheels FL and FR are steered in the same direction in the left and right during normal travel, as in a general vehicle.
  • the lock mechanism 16 (FIGS. 1A, 1B, etc.) is located at a position corresponding to the normal travel mode of the lock bar 20 while the steering device 15 (15a, 15b) of the vehicle C is in a neutral (straight forward) state. (See) is in the locked state.
  • the lock mechanism 16 By setting the lock mechanism 16 to the locked state, the wheel w and the knuckle 12 cannot be rotated relative to each other around the second kingpin shaft 14.
  • FIG. 13 shows the state in which only the front wheels FL and FR are steered by the steering operation
  • the rear wheels RL and RR may be steered in conjunction with the steering of the front wheels FL and FR. it can.
  • the spot rotation mode is a mode in which the direction of the vehicle C is changed at the same position.
  • the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12.
  • the vehicle C rotates about the rotation center P1 and an in-situ rotation operation is realized.
  • the steering can also be operated in this in-situ rotation mode, and the steering center can be moved so as to shift the position of the rotation center P1 of the vehicle C.
  • the lateral movement mode is a mode in which the vehicle C is moved in a direction orthogonal to the straight traveling direction of the vehicle 1 by 90 degrees with the vehicle C facing forward.
  • the knuckle 12 that rotates around the first kingpin shaft 13 is maintained in its state by the tie rod 17, and instead the knuckle 12
  • the wheel w is rotated around the second kingpin shaft 14 and steered so that the rolling direction of the four front and rear wheels is perpendicular to the normal straight direction of the vehicle C, as shown in FIG.
  • the lock mechanism 16 is brought into the locked state at a position (position 19c) corresponding to the lateral movement mode of the lock bar 20 (see FIGS. 1A, 1B, etc.).
  • the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12.
  • the vehicle C can be operated laterally so as to move in a lateral direction with respect to the normal traveling direction.
  • the steering can be operated, and the steering direction of the vehicle C can be adjusted to a direction slightly deviated from right to left by the steering operation.
  • the small turn mode is a mode in which the direction of the vehicle C is changed at substantially the same position.
  • the lock mechanism 16 (see FIG. 1A, FIG. 1B, etc.) of each steering device 10 is set to the unlocked state.
  • the in-wheel motor M provided on the two wheels w of the front wheels FL and FR is driven in this state, the knuckle 12 that rotates around the first kingpin shaft 13 is maintained in the state by the tie rod 17, Instead, the wheel w rotates around the second kingpin shaft 14 of the knuckle 12 and the rear wheels RL and RR remain as they are as shown in FIG.
  • the vehicle is steered in a direction intersecting at a rotation center P2 connecting the wheels RL and RR.
  • the lock mechanism 16 is brought into the locked state at a position (position 19b) corresponding to the small turning mode of the lock bar 20 (see FIG. 1A, FIG. 1B, etc.).
  • the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12.
  • the vehicle C rotates about the rotation center P2 and the small-turn operation is performed. Realized.
  • the rear wheels RL, RR are steered with the steering device 10 to change the travel mode, while the front wheels FL, FR, Even if the FR is kept as it is, the small turning operation can be realized. Note that the steering can be operated even in the small turn mode, and the steering center can be moved so as to shift the position of the rotation center P2 of the vehicle C.
  • both the front and rear wheels w are rotated around the second kingpin shaft 14 so that the vehicle C does not move during the switching of the travel mode. May be. Even when the front and rear wheels w are moved together, if the moving directions of the vehicle C accompanying the rotation of the front and rear wheels w are mutually opposite on the same axis, carelessly during the switching of the driving mode This is because the vehicle C can be prevented from moving.
  • the configuration including the first kingpin shaft 13 and the second kingpin shaft 14 is employed in both the front and rear steering devices 10.
  • the apparatus 11 may be configured to include only one kingpin shaft that rotates the wheel w in a direction corresponding to the traveling mode of the vehicle C.
  • the knuckle 12 is abolished and the first kingpin shaft 13 is not provided, and the kingpin shaft related to the travel mode switching mechanism (in the above configuration) This is because if the wheel w is rotated by a switching mechanism around the second kingpin shaft 14), it is possible to switch the traveling mode of the two wheels not involved in normal steering.
  • the steering device 10 and 30 and the driving mode switching method of the vehicle C according to the above embodiment is merely an example, and the present invention in which switching from the normal driving mode to the special driving mode is performed with a simple device configuration. As long as the problem can be solved, it is also allowed to change a part of the configuration of each of the steering devices 10 and 30 and to add another step to the steps of the traveling mode switching method.
  • Steering device (For drive wheels) Steering device 11 Suspension device 11a Upper arm 11b Lower arm 12 Knuckle 12a Main body part 12b Shaft part 12c Extension part 12d Through-hole 12e Locking groove 13 First king pin axis 14 Second king pin axis 15 Roll Rudder device (first drive means) 16 Locking mechanism 17 Tie rod 18 Locking part main body 19a, 19b, 19c Engaging recess 20 Lock bar 21 Solenoid operating part 30 (for driven wheel) Steering device 31 Shaft support member 31a Main body part 31b Shaft part 31c Fitting protrusion 32 Locking device 33a 33b, 33c Lock groove 34 Housing 35 Solenoid coil 36 Lock plunger 36a Lock pin r1 Scrub radius r2 (of the first kingpin shaft) Scrub radius C of vehicle M Drive source (in-wheel motor, first Second drive means) w Wheel FR Right front wheel FL Left front wheel RR Right rear wheel RL Left rear wheel

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Steering Mechanism (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

L'invention concerne un dispositif de direction présentant une fonction permettant de réaliser une commutation d'un mode de conduite normal vers un mode de conduite spécifique doté d'une configuration simple. Le dispositif de direction (10) comprend: une rotule (12) fixée à un châssis par l'intermédiaire d'un dispositif de suspension (11); un premier axe de pivot de fusée (13) permettant la rotation de la rotule (12) dans une direction de rotation par rapport au dispositif de suspension (11); et un second axe de pivot de fusée (14) permettant la rotation d'une roue (w) dans une direction correspondant au mode de conduite d'un véhicule (C) par rapport à la rotule (12), le premier axe de pivot de fusée (13) étant impliqué dans une rotation normale alors que le second axe de pivot de fusée (14) est impliqué dans une commutation de mode de conduite.
PCT/JP2015/075406 2014-09-11 2015-09-08 Dispositif de direction et procédé de commutation de mode de conduite de véhicule WO2016039312A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2014185143A JP2016055804A (ja) 2014-09-11 2014-09-11 ステアリング装置及び車両の走行モードの切り替え方法
JP2014-185143 2014-09-11
JP2015-122851 2015-06-18
JP2015122851 2015-06-18
JP2015-145034 2015-07-22
JP2015145034A JP2017007633A (ja) 2015-06-18 2015-07-22 ステアリング装置、及び車両の走行モードの切り替え方法

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018177642A1 (fr) * 2017-03-29 2018-10-04 Emm! Solutions Gmbh Suspension de roue

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01172066A (ja) * 1987-12-26 1989-07-06 Aisin Aw Co Ltd 車両のステアリング機構
JP2004262327A (ja) * 2003-02-28 2004-09-24 Iseki & Co Ltd 作業車両の操向制御装置
US20070021888A1 (en) * 2005-07-25 2007-01-25 Ephraim Ubon B Auxiliary steering system for vehicles
JP2007022159A (ja) * 2005-07-12 2007-02-01 Nissan Motor Co Ltd ステアリング装置
JP2009090698A (ja) * 2007-10-04 2009-04-30 Nissan Motor Co Ltd 車輪転舵機構
JP2013237307A (ja) * 2012-05-14 2013-11-28 Nissan Motor Co Ltd ステアリング装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01172066A (ja) * 1987-12-26 1989-07-06 Aisin Aw Co Ltd 車両のステアリング機構
JP2004262327A (ja) * 2003-02-28 2004-09-24 Iseki & Co Ltd 作業車両の操向制御装置
JP2007022159A (ja) * 2005-07-12 2007-02-01 Nissan Motor Co Ltd ステアリング装置
US20070021888A1 (en) * 2005-07-25 2007-01-25 Ephraim Ubon B Auxiliary steering system for vehicles
JP2009090698A (ja) * 2007-10-04 2009-04-30 Nissan Motor Co Ltd 車輪転舵機構
JP2013237307A (ja) * 2012-05-14 2013-11-28 Nissan Motor Co Ltd ステアリング装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018177642A1 (fr) * 2017-03-29 2018-10-04 Emm! Solutions Gmbh Suspension de roue
CN110234521A (zh) * 2017-03-29 2019-09-13 Emm!解决方案有限公司 车轮悬架
US11148493B2 (en) 2017-03-29 2021-10-19 Emm! Solutions Gmbh Wheel suspension
CN110234521B (zh) * 2017-03-29 2022-05-13 Emm!解决方案有限公司 车轮悬架
US11351826B2 (en) 2017-03-29 2022-06-07 Emm! Solutions Gmbh Wheel suspension

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