WO2016121677A1 - Steering device and vehicle equipped with same - Google Patents

Steering device and vehicle equipped with same Download PDF

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Publication number
WO2016121677A1
WO2016121677A1 PCT/JP2016/051975 JP2016051975W WO2016121677A1 WO 2016121677 A1 WO2016121677 A1 WO 2016121677A1 JP 2016051975 W JP2016051975 W JP 2016051975W WO 2016121677 A1 WO2016121677 A1 WO 2016121677A1
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WO
WIPO (PCT)
Prior art keywords
motor
steering device
wheels
gear
vehicle
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PCT/JP2016/051975
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French (fr)
Japanese (ja)
Inventor
裕也 山口
大場　浩量
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Ntn株式会社
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Publication of WO2016121677A1 publication Critical patent/WO2016121677A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B62D3/12—Steering gears mechanical of rack-and-pinion type
    • 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
    • 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 that steers rear wheels, and a vehicle including 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.
  • a steering mechanism provided with an actuator that changes either the length of the tie rod, the distance between the left and right tie rods, or the angle formed by each wheel and the knuckle arm. According to this steering mechanism, all of normal traveling, parallel movement, and small traveling can be smoothly performed, and the response is excellent (for example, see Patent Document 1 below).
  • the steering mechanism is arranged between the left and right wheels of the front and rear wheels, and includes a rack bar that is rotatable about an axis and divided into left and right, and a forward / reverse switching means between the two divided rack bars. There is.
  • the forward / reverse switching means can transmit the rotation of one of the divided rack bars to the other in the forward / reverse direction. According to this steering mechanism, movement such as a steering angle of 90 degrees becomes possible (see, for example, Patent Document 2 below).
  • 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. With this technology, it is possible to steer rear wheels, but it is difficult to turn on the spot for the same reason as described above only with this mechanism.
  • an object of the present invention is to cope with special turning such as turning on the spot without using a complicated mechanism in a vehicle that gives a steering angle to four wheels.
  • a steering device is a rear-wheel dedicated steering device connected to left and right wheels of a rear wheel of a vehicle, the tie rod for turning the left and right wheels of the rear wheel, A pair of rack bars connected between the tie rods of the left and right wheels of the rear wheel, at least one pinion gear meshing with both of the pair of rack bars, and a motor for rotationally driving the pinion gear, A steering device is used that turns the pair of rack bars in opposite directions by moving the pair of rack bars in the opposite direction along the parallel direction of the rack teeth. .
  • the left and right rear wheels of the rear wheels By connecting the left and right wheels of the rear wheels to the ends of two rack bars that can move independently from each other via tie rods, and moving the two rack bars in opposite directions with respect to the vehicle body, The left and right rear wheels can be steered in opposite directions. As a result, the vehicle can perform special turning such as turning on the spot.
  • the pinion gear may be disposed between the teeth of the opposing racks of the pair of rack bars, and a plurality of the pinion gears having the same number of teeth may be employed.
  • the plurality of pinion gears can be configured to always rotate in the same direction and at the same angle by the driving force from the motor.
  • a motor gear to which the driving force of the motor is input is arranged at the center of two pinion gears selected from the plurality of pinion gears, and the motor gears change to the plurality of pinion gears.
  • a configuration in which the driving force is transmitted can be employed.
  • the left and right rear wheels can be steered in opposite directions.
  • the vehicle By connecting the steering device having this configuration to the left and right wheels of the rear wheel, the vehicle can perform special turning such as turning on the spot and a wheel steering angle of 90 degrees or more.
  • the top view which shows the state which steered the rear wheel corresponding to the spot turn mode A plan view showing a state in which only the rear wheels are steered to 90 ° or more.
  • Sectional view showing a steering device dedicated to the rear wheels Sectional view showing a steering device dedicated to the rear wheels Rear view of the rear wheel steering system from the rear of the vehicle Partially cut plan view of steering device for rear wheels Perspective view of rear-wheel dedicated steering device
  • in-wheel motors M are mounted in the wheels of all the wheels w before and after the vehicle 1. Since the in-wheel motor M can separately control the rotation speed and the rotation direction, the vehicle 1 can have various movement patterns.
  • 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.
  • FIG. 2 is a schematic plan view showing a drive system of the vehicle 1 of the embodiment.
  • the front wheel left and right wheels w (FL, FR) are connected to the front wheel dedicated steering device 10 via the tie rod 12
  • the rear wheel left and right wheels w (RL, RR) are connected via the tie rod 22.
  • a steering device 20 dedicated to the rear wheels is connected.
  • the front wheel dedicated steering device 10 has a function of controlling the traveling direction of the vehicle by normal steering, that is, by steering the left and right wheels w (FL, FR) of the front wheels in the same direction in the normal movement mode. Yes.
  • the steering device 20 dedicated to the rear wheels has a function of setting the left and right wheels w (RL, RR) of the rear wheels to be held parallel to the front-rear direction of the vehicle body of the vehicle 1 and a special movement in the normal movement mode.
  • a special turning function is provided for turning the left and right wheels w (RL, RR) of the rear wheels in directions opposite to each other.
  • the rear-wheel dedicated steering device 20 has only a parallel holding function and a special turning function.
  • the rear wheel dedicated steering device 20 is provided with two rack bars for turning the left and right wheels w.
  • the rack bar connected to the right wheel w with respect to the longitudinal direction of the vehicle body of the vehicle 1 is the first rack bar 53 and the left wheel w.
  • the rack bar connected to is referred to as a second rack bar 54.
  • the left direction in the drawing is the front direction of the vehicle 1.
  • 4, 5, 6 ⁇ / b> A, and 6 ⁇ / b> B, the left direction in the drawing is the forward direction of the vehicle 1.
  • the connecting members 21 of the rack bars 53 and 54 are hingedly connected to the left and right wheels w of the rear wheels via tie rods 22 respectively.
  • Various members such as a knuckle arm are appropriately interposed between the tie rod 22 and the wheel w.
  • FIG. 8 shows a connection state between the wheel w in which the in-wheel motor M is accommodated and the tie rod 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 frame of the vehicle 1 as the central axis. ing.
  • the motor unit 101, the speed reducer 102, and the wheel bearing 103 are sequentially arranged in series from the inner side of the vehicle body toward the wheel w.
  • the first rack bar 53 and the second rack bar 54 are arranged in the straight traveling direction (front-rear direction) of the vehicle 1 in the steering device 20 dedicated to the rear wheels.
  • it is accommodated in a rack case C extending in the left-right direction (width direction).
  • the rack case C is fixedly supported by a frame (not shown) of the vehicle 1.
  • the support of the rack case C to the vehicle 1 can be directly or indirectly screwed to the frame of the vehicle 1 via a flange portion provided in the rack case C, for example.
  • a pinion gear 55 that meshes with the teeth 53a, 54a of both the first rack bar 53 and the second rack bar 54.
  • two pinion gears 55 (a first pinion gear 55a and a second pinion gear 55b) are provided between the rack teeth 53a and 54a facing each other of the first rack bar 53 and the second rack bar 54. Is arranged. It is sufficient that at least one pinion gear 55 is arranged between the first rack bar 53 and the second rack bar 54, but two or more pinion gears 55 are arranged as in this embodiment. Then, the relative movement between the rack bars 53 and 54 is stabilized.
  • the rear-wheel dedicated steering device 20 includes a motor (electric motor) 30 that drives the pinion gear 55 to rotate.
  • the first rack bar 53 and the second rack bar 54 can be moved by equal distances in opposite directions along the parallel direction of the rack teeth 53a and 54a, respectively. Yes.
  • the left and right wheels w of the rear wheels can be steered in directions opposite to each other with respect to the left and right direction of the vehicle 1.
  • the driving force of the motor 30 is input to the center of the first pinion gear 55a and the second pinion gear 55b.
  • a motor gear 33 is disposed.
  • a driving force transmission path is connected so that the rotation of the driving shaft of the motor 30 is transmitted to the rotating shaft of the motor gear 33.
  • a synchronous gear 56 (first synchronous gear 56a, second synchronous gear 56b) is provided between the motor gear 33 and each pinion gear 55.
  • the synchronous gear 56 meshes only with the motor gear 33 and each pinion gear 55, and does not mesh with the rack teeth 53 a and 54 a of the rack bars 53 and 54.
  • the motor gear 33 is rotated by the driving force from the motor 30, and the rotation of the motor gear 33 is transmitted to each pinion gear 55 through the synchronous gear 56.
  • the installation of the synchronization gear 56 can be omitted as necessary.
  • first pinion gear 55a and the second pinion gear 55b have the same number of teeth. Both are constituted by gears of common specifications having the same shape and size.
  • the first synchronous gear 56a and the second synchronous gear 56b have the same number of teeth. Both are constituted by gears of common specifications having the same shape and size.
  • the two pinion gears 55 always rotate at the same angle in the same direction by the driving force from the motor 30. Even when three or more pinion gears 55 are arranged, it is desirable that all the pinion gears 55 are always rotated in the same direction and at the same angle by the driving force from the motor 30.
  • the number of teeth of the motor gear 33 is set to be smaller than the number of teeth of the pinion gear 55. If the number of teeth of the motor gear 33 is less than the number of teeth of the pinion gear 55, the motor gear 33 and the pinion gear 55 can be decelerated. Further, at the time of holding the rear wheel during normal running, the pinion gears 55a and 55b can mesh with both the rack bars 53 and 54, so that they can be held stably.
  • a motor speed reducer 31 is provided in a driving force transmission path between the motor 30 and the motor gear 33. Therefore, the rotation of the motor 30 is decelerated and transmitted to the motor gear 33 with an appropriate torque.
  • rotation shaft of the motor gear 33 is provided with a rotation lock mechanism 32 (see FIG. 7A) that locks the rotation of the rotation shaft and releases the lock.
  • the rotation lock mechanism 32 is a mechanism that locks (regulates) rotation around the axis of the motor gear 33 in a state where the relative position between the first rack bar 53 and the second rack bar 54 is an arbitrary position.
  • the configuration of the rotation lock mechanism 32 is not particularly limited.
  • the engagement means such as a fixed tooth capable of switching between a meshing state (locked state) and a meshing released state (lock unlocked state) with the motor gear 33. It can be.
  • the rotation lock mechanism 32 is not limited to a mechanism that engages with the motor gear 33 and locks the rotation of the motor gear 33.
  • the rotation lock mechanism 32 directly meshes with the first rack bar 53 and the second rack bar 54. The relative movement of the first rack bar 53 and the second rack bar 54 to the left and right may be locked.
  • FIG. 7A to 7C are detailed views of the steering device 20 dedicated to the rear wheels.
  • a motor 30 is provided at the center of the apparatus, and a motor speed reducer 31 is provided adjacent to the motor 30 and above a parallel portion of the first rack bar 53 and the second rack bar 54.
  • the motor gear 33 is disposed directly below the motor speed reducer 31.
  • the first rack bar 53 and the second rack bar 54 in the rack case C move through the motor speed reducer 31 and the motor gear 33 by the rotation of the drive shaft of the motor 30.
  • the rotation lock mechanism 32 is provided directly below the motor gear 33.
  • the fixed tooth (not shown) constituting the rotation lock mechanism 32 moves forward and backward toward the motor gear 33 or rotates at a fixed position, the meshing state and the meshing state with the motor gear 33 are engaged. Switching to the release state is performed.
  • FIG. 7B is a partially cut plan view in which the lid on the rack case C, the motor 30 and the motor speed reducer 31 are removed, and the state is viewed from the top.
  • a motor gear 33 is provided in the center of the figure, and a synchronization gear 56 and a pinion gear 55 are provided in order on both sides thereof.
  • the two pinion gears 55 mesh with the rack teeth 53a and 54a of the first rack bar 53 and the second rack bar 54, respectively (see FIGS. 6A and 6B).
  • the motor gear 33 rotates, the two pinion gears 55 rotate at the same speed, and the first rack bar 53 and the second rack bar 54 fitted to the pinion gear 55 are at the same speed and in the opposite directions by the same distance. Move to.
  • first rack bar 53 and the second rack bar 54 are each covered with a stretchable protective cover 23, the rack teeth 53a, 54a and the adhering portions such as lubricating grease are exposed to the outside. It is not exposed.
  • FIG. 6A shows a state in which the tips of the first rack bar 53 and the second rack bar 54 are retracted most. This state is a state in which the directions of the left and right wheels w are parallel to the front-rear direction of the vehicle 1.
  • FIG. 6B shows a state in which the tips of the first rack bar 53 and the second rack bar 54 protrude.
  • FIG. 3 shows a case where the vehicle is steered in the right direction.
  • the rear wheel left and right wheels w (RL, RR) are set so as to be held parallel to the front-rear direction of the vehicle body of the vehicle 1 in the steering device 20 dedicated to the rear wheels. Since the rotation of the motor gear 33 is locked by the rotation lock mechanism 32 (see FIGS. 7A to 7C), normal traveling, that is, traveling equivalent to that of a normal vehicle is possible by the steering device 10 dedicated to the front wheels.
  • the driver in the normal travel mode, the driver can operate the steering 2 to go straight, right turn, left turn, and other necessary turning according to each scene through the steering device 10 dedicated to the front wheels.
  • spot turn mode The spot turn mode is shown in FIG.
  • the first rack bar 53 and the second rack bar 54 can be operated separately.
  • the motor gear 33 is rotated by the driving force of the motor 30
  • the first rack bar 53 and the second rack bar 54 are moved by an equal distance in directions opposite to each other in a direction in which their tips protrude.
  • the first rack bar 53 until the central axis of the left and right wheels w of the rear wheels is directed to the point where the central axis of the left and right wheels w of the front wheel facing the front and rear direction of the vehicle 1 intersects the central axis of the width direction of the vehicle 1.
  • the rotation of the motor gear 33 is fixed by the rotation lock mechanism 32.
  • the vehicle 1 has a turning center at a point where the center axis of the left and right wheels w of the front wheel and the center axis in the width direction of the vehicle 1 intersect. , Turn on the spot is possible.
  • the left and right wheels w of the front and rear wheels are equipped with in-wheel motors M, respectively, but only the left and right wheels w of the rear wheels are driven.
  • in-situ turning mode in-situ turning is possible if at least one of the left and right wheels w of the rear wheel is equipped with an in-wheel motor M and is operated.
  • FIG. 5 An example of a parking mode on a slope is shown in FIG.
  • the lock by the rotation lock mechanism 32 (see FIGS. 7A to 7C) is released, the motor gear 33 is rotated by the driving force of the motor 30, and the first The front end of each of the rack bar 53 and the second rack bar 54 is projected to the maximum position, and the central axis of the left and right wheels w of the rear wheels is turned 90 ° or more from the front-rear direction of the vehicle 1.
  • the rotation of the motor gear 33 is fixed.
  • this setting can be made, for example, when parking on a slope.
  • an electronic control unit that controls the vehicle 1 recognizes that the vehicle 1 is traveling at a high speed
  • the left and right wheels w of the rear wheels are determined based on the output of the ECU.
  • a configuration is also conceivable in which the front side can be set slightly closed (toe-in state) relative to the parallel state. If this function is added, stable high-speed traveling becomes possible. This toe adjustment may be automatically performed based on a determination of a traveling state such as a vehicle speed and a load applied to the axle by the ECU, or may be performed based on an input signal by a driver's operation. .
  • the pinion gear 55 has been described as being directly meshed between the teeth 53a, 54a of the opposing racks of the first rack bar 53 and the second rack bar 54.
  • a mode in which the first rack bar 53 and the second rack bar 54 are indirectly meshed with each other between the teeth 53a and 54a of the facing racks is also conceivable.
  • the pinion gear 55 may indirectly mesh with the rack teeth 53a of the first rack bar 53 and the rack teeth 54a of the second rack bar 54 via another gear.
  • the first rack bar 53 and the second rack bar 54 are opposite to each other by the driving force from the motor 30 due to the rotation of each pinion gear 55. It is desirable to move relative to each other at equal speed in the direction.

Abstract

Provided is a rear-wheel steering device (20) connected to rear left and right wheels (w) of a vehicle, said rear-wheel steering device comprising: tie rods (22) for turning the left and right wheels (w); a pair of rack bars (53, 54) respectively connected to the tie rods (22); at least one pinion gear (55) meshing with both of the pair of rack bars (53, 54); and a motor (30) for rotationally driving the pinion gear (55). The pair of rack bars (53, 54) are moved equidistantly in opposite directions along the alignment direction of teeth (53a, 54a) of the respective racks by the driving force of the motor (30) such that the rear left and right wheels (w) turn in directions opposite to each other.

Description

ステアリング装置及びそれを備えた車両Steering device and vehicle equipped with the same
　この発明は、後輪を転舵するステアリング装置、及び、それを備えた車両に関するものである。 The present invention relates to a steering device that steers rear wheels, and a vehicle including the steering device.
　左右の車輪（以下、タイヤ、ホイール、ハブ、インホイールモータ等を含めて総合的に「車輪」と称する。）を結ぶステアリングリンク機構を用いて車輪を転舵するものに、アッカーマン・ジャントウ式と呼ばれる転舵機構がある。この転舵機構は、車両の旋回時に、左右の車輪が同一旋回中心をもつように、タイロッドとナックルアームを用いるものである。 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.) There is a steering mechanism called. 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.
　また、タイロッドの長さ、左右のタイロッド間の距離、又は、各車輪とナックルアームの成す角度のいずれかを変化させるアクチュエータを設けた転舵機構がある。この転舵機構によれば、通常走行、平行移動、小回りのすべての走行がスムーズに行え、かつ、応答性に優れている（例えば、下記特許文献１参照）。 Also, there is a steering mechanism provided with an actuator that changes either the length of the tie rod, the distance between the left and right tie rods, or the angle formed by each wheel and the knuckle arm. According to this steering mechanism, all of normal traveling, parallel movement, and small traveling can be smoothly performed, and the response is excellent (for example, see Patent Document 1 below).
　さらに、前後輪の左右車輪間にそれぞれ配置され、軸心周りに回転可能で左右に２分割されたラックバーと、その２分割されたラックバー間に正逆切り替え手段とを備えた転舵機構がある。正逆切り替え手段は、分割されたラックバーの一方の回転を、他方に正逆方向へ切り替えて伝達することができる。この転舵機構によれば、舵角９０度等の動きが可能となる（例えば、下記特許文献２参照）。 Further, the steering mechanism is arranged between the left and right wheels of the front and rear wheels, and includes a rack bar that is rotatable about an axis and divided into left and right, and a forward / reverse switching means between the two divided rack bars. There is. The forward / reverse switching means can transmit the rotation of one of the divided rack bars to the other in the forward / reverse direction. According to this steering mechanism, movement such as a steering angle of 90 degrees becomes possible (see, for example, Patent Document 2 below).
　なお、前輪の転舵に応じてアクチュエータが作動して、後輪を転舵するようにした４輪転舵車両の技術がある（例えば、下記特許文献３参照）。 There is a technology of a four-wheel steered vehicle in which an actuator is operated in accordance with the steering of the front wheel to steer the rear wheel (see, for example, Patent Document 3 below).
特開平０４－２６２９７１号公報Japanese Patent Laid-Open No. 04-262971 特開２００７－２２１５９号公報JP 2007-22159 A 実用新案登録第２６００３７４号公報Utility Model Registration No. 2600374
　従来の一般的なステアリング機構では、車両のその場旋回等を求める場合、車輪を前後方向に対して９０度の方向に操舵することは、ステアリングリンクの長さや他部材との干渉から困難である。このため、その場旋回等の特殊転舵は困難である。 In a conventional general steering mechanism, it is difficult to steer a wheel in a direction of 90 degrees with respect to the front-rear direction due to the length of the steering link and interference with other members when the vehicle turns on the spot. . For this reason, special turning such as spot turning is difficult.
　ここで、特許文献１に記載の技術では、車両のその場旋回、小回り等が可能である。しかし、タイロッド長さ、左右タイロッド間距離あるいは車輪とナックルアームのなす角を変化させるアクチュエータを備えるため、アクチュエータが多く制御が複雑である。 Here, with the technology described in Patent Document 1, it is possible to turn the vehicle on the spot, or to make a small turn. However, since an actuator that changes the tie rod length, the distance between the left and right tie rods, or the angle between the wheel and the knuckle arm is provided, the number of actuators is large and the control is complicated.
　また、特許文献２は、その機構上、構造が複雑であるだけでなく、ラックバーの回転で車輪を転舵するために、多数の歯車を使用している。このため、ガタが発生しやすく、円滑に車輪の転舵をすることが困難である。 Further, 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.
　また、特許文献３は、従来の４輪転舵機構の一例である。この技術では、後輪転舵が可能となるが、この機構だけでは上述する同じ理由によりその場旋回をすることは困難である。 Patent Document 3 is an example of a conventional four-wheel steering mechanism. With this technology, it is possible to steer rear wheels, but it is difficult to turn on the spot for the same reason as described above only with this mechanism.
　そこで、この発明は、４輪に舵角を与える車両において、複雑な機構を用いることなく、その場旋回等の特殊転舵に対応することを課題とする。 Therefore, an object of the present invention is to cope with special turning such as turning on the spot without using a complicated mechanism in a vehicle that gives a steering angle to four wheels.
　上記の課題を解決するために、この発明のステアリング装置は、車両の後輪の左右車輪に接続される後輪専用ステアリング装置であって、前記後輪の左右車輪を転舵するタイロッドと、前記後輪の左右車輪のタイロッド間にそれぞれ接続される対のラックバーと、前記対のラックバーの両方に噛合う少なくとも１つのピニオンギアと、前記ピニオンギアを回転駆動させるモータとを備え、前記モータの駆動力により、前記対のラックバーをそれぞれラックの歯の並列方向に沿って反対方向へ等距離移動させることにより前記後輪の左右車輪を互いに相反する方向へ転舵するステアリング装置を採用した。 In order to solve the above-described problem, a steering device according to the present invention is a rear-wheel dedicated steering device connected to left and right wheels of a rear wheel of a vehicle, the tie rod for turning the left and right wheels of the rear wheel, A pair of rack bars connected between the tie rods of the left and right wheels of the rear wheel, at least one pinion gear meshing with both of the pair of rack bars, and a motor for rotationally driving the pinion gear, A steering device is used that turns the pair of rack bars in opposite directions by moving the pair of rack bars in the opposite direction along the parallel direction of the rack teeth. .
　左右に独立して移動可能な２つのラックバーの端に、それぞれタイロッドを介して後輪の左右車輪を接続し、２つのラックバーを車両の車体に対して互いに反対方向へ移動させることにより、後輪の左右車輪を互いに相反する方向へ転舵可能とした。これにより車両は、その場旋回等の特殊転舵が可能となる。 By connecting the left and right wheels of the rear wheels to the ends of two rack bars that can move independently from each other via tie rods, and moving the two rack bars in opposite directions with respect to the vehicle body, The left and right rear wheels can be steered in opposite directions. As a result, the vehicle can perform special turning such as turning on the spot.
　また、後輪専用としては、前輪のような通常転舵（左右車輪を互いに同方向へ転舵する動作）は必ずしも必要ないので、２つのラックバーを車両の車体に対して同方向へ移動させる機構は不要である。このような後輪専用のステアリング装置の設計により、ラックバーの本数やギアの数を減らし、構造の簡易化、コストの低減を実現できる。 For rear wheels only, normal steering like the front wheels (operation to steer the left and right wheels in the same direction) is not necessarily required, so the two rack bars are moved in the same direction with respect to the vehicle body. No mechanism is required. Such a design of the steering device dedicated to the rear wheels can reduce the number of rack bars and the number of gears, simplify the structure, and reduce the cost.
　上記後輪専用のステアリング装置において、前記ピニオンギアは前記対のラックバーの対向するラックの歯間に配置され、同歯数の前記ピニオンギアが複数個配置される構成を採用することができる。 In the rear-wheel dedicated steering device, the pinion gear may be disposed between the teeth of the opposing racks of the pair of rack bars, and a plurality of the pinion gears having the same number of teeth may be employed.
　また、これらの後輪専用のステアリング装置の各構成において、前記複数個のピニオンギアは、前記モータからの駆動力によって、常に同方向に同角度回転する構成を採用することができる。 Further, in each configuration of the rear wheel-dedicated steering device, the plurality of pinion gears can be configured to always rotate in the same direction and at the same angle by the driving force from the motor.
　また、これらの各構成において、前記複数個のピニオンギアから選択される２つのピニオンギアの中央に、前記モータの駆動力が入力されるモータギアを配置し、前記モータギアから前記複数個のピニオンギアに駆動力が伝達される構成を採用することができる。 Further, in each of these configurations, a motor gear to which the driving force of the motor is input is arranged at the center of two pinion gears selected from the plurality of pinion gears, and the motor gears change to the plurality of pinion gears. A configuration in which the driving force is transmitted can be employed.
　ここで、前記モータギアの歯数は、前記複数個のピニオンギアの歯数よりも少なく設定される構成を採用することができる。また、前記モータギアの回転をロック、及び、そのロックを解除する回転ロック機構を備えた構成を採用することができる。 Here, it is possible to adopt a configuration in which the number of teeth of the motor gear is set smaller than the number of teeth of the plurality of pinion gears. Moreover, the structure provided with the rotation lock mechanism which locks rotation of the said motor gear and cancels | releases the lock | rock can be employ | adopted.
　上記の各構成からなる後輪専用のステアリング装置を、後輪の左右車輪に接続した車両を採用することができる。 It is possible to employ a vehicle in which the rear wheel steering device having the above-described configurations is connected to the left and right wheels of the rear wheel.
　左右に独立して移動可能な２つのラックバーの端に、それぞれタイロッドを介して後輪の左右車輪を接続し、２つのラックバーを車両の車体に対して互いに反対方向へ移動させることにより、後輪の左右車輪を互いに相反する方向へ転舵可能とした。この構成からなるステアリング装置を後輪の左右車輪に接続することにより、車両は、その場旋回や車輪舵角９０度以上等の特殊転舵が可能となる。 By connecting the left and right wheels of the rear wheels to the ends of two rack bars that can move independently from each other via tie rods, and moving the two rack bars in opposite directions with respect to the vehicle body, The left and right rear wheels can be steered in opposite directions. By connecting the steering device having this configuration to the left and right wheels of the rear wheel, the vehicle can perform special turning such as turning on the spot and a wheel steering angle of 90 degrees or more.
　また、後輪専用としては、前輪のような通常転舵は必ずしも必要ないので、２つのラックバーを車両の車体に対して同方向へ移動させる機構は不要である。このような後輪専用のステアリング装置の設計により、ラックバーの本数やギアの数を減らし、構造の簡易化、コストの低減を実現できる。 Also, for rear wheels only, normal steering like the front wheels is not necessarily required, so a mechanism for moving the two rack bars in the same direction with respect to the vehicle body is unnecessary. Such a design of the steering device dedicated to the rear wheels can reduce the number of rack bars and the number of gears, simplify the structure, and reduce the cost.
この実施形態のステアリング装置を用いた車両のイメージ図Image of vehicle using steering device of this embodiment この発明の一実施形態を示し、通常走行モード（通常の転舵モード）の直進状態を示す平面図The top view which shows one Embodiment of this invention and shows the straight traveling state of normal driving mode (normal steering mode) 通常走行モードで前輪を右方向に転舵した状態を示す平面図A plan view showing a state in which the front wheels are steered to the right in the normal travel mode. 後輪をその場旋回モードに対応して転舵した状態を示す平面図The top view which shows the state which steered the rear wheel corresponding to the spot turn mode 後輪のみを９０°以上に転舵した状態を示す平面図A plan view showing a state in which only the rear wheels are steered to 90 ° or more. 後輪専用のステアリング装置を示す断面図Sectional view showing a steering device dedicated to the rear wheels 後輪専用のステアリング装置を示す断面図Sectional view showing a steering device dedicated to the rear wheels 後輪専用のステアリング装置の車両後方からの外観図Rear view of the rear wheel steering system from the rear of the vehicle 後輪専用のステアリング装置の一部切断平面図Partially cut plan view of steering device for rear wheels 後輪専用のステアリング装置の斜視図Perspective view of rear-wheel dedicated steering device 車輪の支持状態を示す断面図Sectional view showing the support state of the wheel
　この発明の実施形態を図面に基づいて説明する。この実施形態において、車両１の前後左右すべての車輪ｗのホイール内にインホイールモータＭを装着している。インホイールモータＭは、それぞれ別々に回転速度、回転方向の制御が可能であることから、この車両１では、様々な移動パターンが可能となっている。 Embodiments of the present invention will be described with reference to the drawings. In this embodiment, in-wheel motors M are mounted in the wheels of all the wheels w before and after the vehicle 1. Since the in-wheel motor M can separately control the rotation speed and the rotation direction, the vehicle 1 can have various movement patterns.
　図１は、この実施形態のステアリング装置を用いた車両１のイメージ図を示す。超小型モビリティで２人乗車（横並び二人乗り）の車体を示している。車両１はステアリング２の操作によって、ステアリングシャフト３を介して車輪ｗを転舵できるようになっている。ただし、この発明は、超小型モビリティに限定されるものではなく、通常車両にも適応可能である。 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. However, the present invention is not limited to ultra-compact mobility and can also be applied to ordinary vehicles.
　図２は、実施形態の車両１の駆動系を示す平面略図である。この実施形態は、前輪の左右車輪ｗ（ＦＬ，ＦＲ）には、タイロッド１２を介して前輪専用のステアリング装置１０を、後輪の左右車輪ｗ（ＲＬ，ＲＲ）には、タイロッド２２を介して後輪専用のステアリング装置２０を接続している。 FIG. 2 is a schematic plan view showing a drive system of the vehicle 1 of the embodiment. In this embodiment, the front wheel left and right wheels w (FL, FR) are connected to the front wheel dedicated steering device 10 via the tie rod 12, and the rear wheel left and right wheels w (RL, RR) are connected via the tie rod 22. A steering device 20 dedicated to the rear wheels is connected.
　前輪専用のステアリング装置１０には、通常転舵、すなわち、通常の移動モードにおいて前輪の左右車輪ｗ（ＦＬ，ＦＲ）を互いに同方向へ転舵して車両の進行方向を制御できる機能を備えている。 The front wheel dedicated steering device 10 has a function of controlling the traveling direction of the vehicle by normal steering, that is, by steering the left and right wheels w (FL, FR) of the front wheels in the same direction in the normal movement mode. Yes.
　後輪専用のステアリング装置２０は、通常の移動モードでは、後輪の左右車輪ｗ（ＲＬ，ＲＲ）を、車両１の車体の前後方向に平行に保持するように設定する機能と、特殊な移動モードでは、後輪の左右車輪ｗ（ＲＬ，ＲＲ）を互いに相反する方向へ転舵する特殊転舵の機能を備えている。このように後輪専用のステアリング装置２０は、平行保持機能と特殊転舵機能のみを備えている。 The steering device 20 dedicated to the rear wheels has a function of setting the left and right wheels w (RL, RR) of the rear wheels to be held parallel to the front-rear direction of the vehicle body of the vehicle 1 and a special movement in the normal movement mode. In the mode, a special turning function is provided for turning the left and right wheels w (RL, RR) of the rear wheels in directions opposite to each other. Thus, the rear-wheel dedicated steering device 20 has only a parallel holding function and a special turning function.
　ただし、前述の種々の特殊な移動モードを、一部の移動モードに限定するような車両の場合には、前輪専用のステアリング装置１０に、通常転舵のみを行う一般的なステアリング装置を採用する形態も考えられる。 However, in the case of a vehicle in which the various special movement modes described above are limited to a part of the movement modes, a general steering apparatus that performs only normal steering is adopted as the steering apparatus 10 dedicated to the front wheels. Forms are also conceivable.
　後輪専用のステアリング装置２０は、左右車輪ｗを転舵するために２つのラックバーが備えられている。図６Ａ、図６Ｂ及び図７Ａ～図７Ｃに示すように、車両１の車体の前後方向に対して、右側の車輪ｗに接続されるラックバーを第一のラックバー５３と、左側の車輪ｗに接続されるラックバーを第二のラックバー５４と称する。なお、図２において紙面左方向が車両１の前方方向になる。図３、図４、図５、図６Ａ、図６Ｂにおいても同様に、紙面左方向が車両１の前方方向である。 The rear wheel dedicated steering device 20 is provided with two rack bars for turning the left and right wheels w. As shown in FIGS. 6A, 6B, and 7A to 7C, the rack bar connected to the right wheel w with respect to the longitudinal direction of the vehicle body of the vehicle 1 is the first rack bar 53 and the left wheel w. The rack bar connected to is referred to as a second rack bar 54. In FIG. 2, the left direction in the drawing is the front direction of the vehicle 1. 3, 4, 5, 6 </ b> A, and 6 </ b> B, the left direction in the drawing is the forward direction of the vehicle 1.
　後輪の左右車輪ｗには、それぞれタイロッド２２を介して各ラックバー５３，５４の接続用部材２１がヒンジ接続されている。タイロッド２２と車輪ｗとの間には、適宜ナックルアーム等の各種部材が介在する。 The connecting members 21 of the rack bars 53 and 54 are hingedly connected to the left and right wheels w of the rear wheels via tie rods 22 respectively. Various members such as a knuckle arm are appropriately interposed between the tie rod 22 and the wheel w.
　図８は、インホイールモータＭが収容された車輪ｗとタイロッド２２との接続状態を示す。すべての車輪ｗは、それぞれ車両１のフレームに支持されたアッパーアームＵＡとロアアームＬＡの先端に設けられたボールジョイントＢＪの中心線を結んだキングピン軸Ｐを中心軸として、転舵が可能となっている。インホイールモータＭは、車体内側から車輪ｗに向かって、モータ部１０１、減速機１０２、車輪用軸受１０３が順番に直列に配置されている。 FIG. 8 shows a connection state between the wheel w in which the in-wheel motor M is accommodated and the tie rod 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 frame of the vehicle 1 as the central axis. ing. In the in-wheel motor M, the motor unit 101, the speed reducer 102, and the wheel bearing 103 are sequentially arranged in series from the inner side of the vehicle body toward the wheel w.
　第一のラックバー５３と第二のラックバー５４は、図６Ａ、図６Ｂ及び図７Ａ～図７Ｃに示すように、後輪専用のステアリング装置２０において、車両１の直進方向（前後方向）に対して左右方向（幅方向）に伸びるラックケースＣ内に収容されている。ラックケースＣは車両１の図示しないフレームに不動に支持されている。 As shown in FIGS. 6A, 6B and FIGS. 7A to 7C, the first rack bar 53 and the second rack bar 54 are arranged in the straight traveling direction (front-rear direction) of the vehicle 1 in the steering device 20 dedicated to the rear wheels. On the other hand, it is accommodated in a rack case C extending in the left-right direction (width direction). The rack case C is fixedly supported by a frame (not shown) of the vehicle 1.
　なお、ラックケースＣの車両１への支持は、例えば、ラックケースＣに設けられたフランジ部を介して、車両１のフレームに直接又は間接的にネジ固定とすることができる。 The support of the rack case C to the vehicle 1 can be directly or indirectly screwed to the frame of the vehicle 1 via a flange portion provided in the rack case C, for example.
　第一のラックバー５３と第二のラックバー５４の間には、その第一のラックバー５３と第二のラックバー５４の両方のラックの歯５３ａ，５４ａに噛合うピニオンギア５５が設けられている。この実施形態では、第一のラックバー５３と第二のラックバー５４の対向するラックの歯５３ａ，５４ａ間に、二つのピニオンギア５５（第一のピニオンギア５５ａ、第二のピニオンギア５５ｂ）が配置されている。ピニオンギア５５は、第一のラックバー５３と第二のラックバー５４の間に、少なくとも一つ配置されていればよいが、この実施形態のように二つ、あるいは、それ以上配置されていると、各ラックバー５３，５４同士の相対移動が安定する。 Between the first rack bar 53 and the second rack bar 54, there is provided a pinion gear 55 that meshes with the teeth 53a, 54a of both the first rack bar 53 and the second rack bar 54. ing. In this embodiment, two pinion gears 55 (a first pinion gear 55a and a second pinion gear 55b) are provided between the rack teeth 53a and 54a facing each other of the first rack bar 53 and the second rack bar 54. Is arranged. It is sufficient that at least one pinion gear 55 is arranged between the first rack bar 53 and the second rack bar 54, but two or more pinion gears 55 are arranged as in this embodiment. Then, the relative movement between the rack bars 53 and 54 is stabilized.
　また、後輪専用のステアリング装置２０は、ピニオンギア５５を回転駆動させるモータ（電動機）３０を備えている。モータ３０の駆動力により、第一のラックバー５３と第二のラックバー５４を、それぞれラックの歯５３ａ，５４ａの並列方向に沿って反対方向へ等距離だけ移動させることができるようになっている。これにより、後輪の左右車輪ｗを、車両１の左右方向に対して互いに相反する方向へ転舵することができる。 Further, the rear-wheel dedicated steering device 20 includes a motor (electric motor) 30 that drives the pinion gear 55 to rotate. With the driving force of the motor 30, the first rack bar 53 and the second rack bar 54 can be moved by equal distances in opposite directions along the parallel direction of the rack teeth 53a and 54a, respectively. Yes. Thereby, the left and right wheels w of the rear wheels can be steered in directions opposite to each other with respect to the left and right direction of the vehicle 1.
　モータ３０の駆動力をピニオンギア５５に伝達するために、図６Ａ、図６Ｂに示すように、第一のピニオンギア５５ａと第二のピニオンギア５５ｂの中央に、モータ３０の駆動力が入力されるモータギア３３が配置されている。モータ３０の駆動軸の回転が、モータギア３３の回転軸に伝達されるように、駆動力伝達経路が接続されている。また、モータギア３３と各ピニオンギア５５との間には、それぞれ同期ギア５６（第一の同期ギア５６ａ、第二の同期ギア５６ｂ）が設けられている。同期ギア５６はモータギア３３と各ピニオンギア５５とのみ噛み合っており、ラックバー５３および５４のラックの歯５３ａ，５４ａには噛み合っていない。 In order to transmit the driving force of the motor 30 to the pinion gear 55, as shown in FIGS. 6A and 6B, the driving force of the motor 30 is input to the center of the first pinion gear 55a and the second pinion gear 55b. A motor gear 33 is disposed. A driving force transmission path is connected so that the rotation of the driving shaft of the motor 30 is transmitted to the rotating shaft of the motor gear 33. Further, between the motor gear 33 and each pinion gear 55, a synchronous gear 56 (first synchronous gear 56a, second synchronous gear 56b) is provided. The synchronous gear 56 meshes only with the motor gear 33 and each pinion gear 55, and does not mesh with the rack teeth 53 a and 54 a of the rack bars 53 and 54.
　モータ３０からの駆動力によってモータギア３３が回転し、そのモータギア３３の回転は、同期ギア５６を通じて各ピニオンギア５５に伝達される。なお、同期ギア５６の設置は、必要に応じて省略することもできる。 The motor gear 33 is rotated by the driving force from the motor 30, and the rotation of the motor gear 33 is transmitted to each pinion gear 55 through the synchronous gear 56. The installation of the synchronization gear 56 can be omitted as necessary.
　この実施形態では、第一のピニオンギア５５ａと第二のピニオンギア５５ｂは同歯数である。両者は、同一の形状、大きさからなる共通仕様の歯車で構成されている。また、第一の同期ギア５６ａと第二の同期ギア５６ｂも同歯数である。両者は、同一の形状、大きさからなる共通仕様の歯車で構成されている。 In this embodiment, the first pinion gear 55a and the second pinion gear 55b have the same number of teeth. Both are constituted by gears of common specifications having the same shape and size. The first synchronous gear 56a and the second synchronous gear 56b have the same number of teeth. Both are constituted by gears of common specifications having the same shape and size.
　このため、二つのピニオンギア５５は、モータ３０からの駆動力によって、常に同方向へ同角度回転する。三つ以上のピニオンギア５５を配置する場合においても、モータ３０からの駆動力によって、全てのピニオンギア５５が常に同方向へ同角度回転するように設定するのが望ましい。 For this reason, the two pinion gears 55 always rotate at the same angle in the same direction by the driving force from the motor 30. Even when three or more pinion gears 55 are arranged, it is desirable that all the pinion gears 55 are always rotated in the same direction and at the same angle by the driving force from the motor 30.
　この実施形態では、モータギア３３の歯数は、ピニオンギア５５の歯数よりも少なく設定されている。モータギア３３の歯数が、ピニオンギア５５の歯数よりも少なければ、モータギア３３とピニオンギア５５の間で減速させることができる。また、通常走行時の後輪保持時には、ピニオンギア５５ａ，５５ｂのそれぞれがラックバー５３，５４の両方に噛み合うことができるので、安定して保持することができる。 In this embodiment, the number of teeth of the motor gear 33 is set to be smaller than the number of teeth of the pinion gear 55. If the number of teeth of the motor gear 33 is less than the number of teeth of the pinion gear 55, the motor gear 33 and the pinion gear 55 can be decelerated. Further, at the time of holding the rear wheel during normal running, the pinion gears 55a and 55b can mesh with both the rack bars 53 and 54, so that they can be held stably.
　また、モータ３０とモータギア３３との間の駆動力伝達経路には、モータ減速機３１が備えられている。このため、モータ３０の回転は減速されて、適切なトルクでモータギア３３に伝達されるようになっている。 Further, a motor speed reducer 31 is provided in a driving force transmission path between the motor 30 and the motor gear 33. Therefore, the rotation of the motor 30 is decelerated and transmitted to the motor gear 33 with an appropriate torque.
　また、モータギア３３の回転軸には、その回転軸の回転をロック、及び、そのロックを解除する回転ロック機構３２（図７Ａ参照）が備えられている。 Further, the rotation shaft of the motor gear 33 is provided with a rotation lock mechanism 32 (see FIG. 7A) that locks the rotation of the rotation shaft and releases the lock.
　回転ロック機構３２は、第一のラックバー５３と第二のラックバー５４との相対位置が任意の位置にある状態で、モータギア３３の軸周りの回転をロックする（規制する）機構である。この回転ロック機構３２の構成は特に限定されないが、例えば、モータギア３３との間で、噛合状態（ロック状態）と噛合解除状態（ロック解除状態）を切り替えることが可能な固定歯等の係合手段とすることができる。 The rotation lock mechanism 32 is a mechanism that locks (regulates) rotation around the axis of the motor gear 33 in a state where the relative position between the first rack bar 53 and the second rack bar 54 is an arbitrary position. The configuration of the rotation lock mechanism 32 is not particularly limited. For example, the engagement means such as a fixed tooth capable of switching between a meshing state (locked state) and a meshing released state (lock unlocked state) with the motor gear 33. It can be.
　このように、回転ロック機構３２の機能によって、モータギア３３が軸周りに回転しない状態になれば、モータギア３３に直接及び間接的に嵌合しているギアはすべてロックされ、このため、第一のラックバー５３と第二のラックバー５４との相対移動も固定される。これにより、後輪の左右車輪ｗが任意の転舵位置にある状態で、第一のラックバー５３と第二のラックバー５４とが不用意に左右に移動するのを防止して、種々の移動モードにおける移動を安定させることができる。 As described above, when the motor gear 33 does not rotate around the shaft by the function of the rotation lock mechanism 32, all the gears directly and indirectly fitted to the motor gear 33 are locked, and therefore, the first gear is locked. The relative movement between the rack bar 53 and the second rack bar 54 is also fixed. This prevents the first rack bar 53 and the second rack bar 54 from inadvertently moving to the left and right in a state where the left and right wheels w of the rear wheels are at arbitrary steering positions, The movement in the movement mode can be stabilized.
　なお、この回転ロック機構３２は、モータギア３３に係合してそのモータギア３３の回転をロックするものに限定されず、例えば、第一のラックバー５３と第二のラックバー５４とに直接噛み合って、その第一のラックバー５３と第二のラックバー５４の左右への相対的な移動をロックするものとしてもよい。 The rotation lock mechanism 32 is not limited to a mechanism that engages with the motor gear 33 and locks the rotation of the motor gear 33. For example, the rotation lock mechanism 32 directly meshes with the first rack bar 53 and the second rack bar 54. The relative movement of the first rack bar 53 and the second rack bar 54 to the left and right may be locked.
　図７Ａ～図７Ｃは、後輪専用のステアリング装置２０の詳細図である。装置の中央にモータ３０が備えられ、そのモータ３０に隣接して、第一のラックバー５３と第二のラックバー５４との並列部分の上方にモータ減速機３１が備えられている。モータギア３３は、モータ減速機３１の真下に配置されている。モータ３０の駆動軸の回転により、モータ減速機３１、モータギア３３を介して、ラックケースＣ内の第一のラックバー５３と第二のラックバー５４が移動する。 7A to 7C are detailed views of the steering device 20 dedicated to the rear wheels. A motor 30 is provided at the center of the apparatus, and a motor speed reducer 31 is provided adjacent to the motor 30 and above a parallel portion of the first rack bar 53 and the second rack bar 54. The motor gear 33 is disposed directly below the motor speed reducer 31. The first rack bar 53 and the second rack bar 54 in the rack case C move through the motor speed reducer 31 and the motor gear 33 by the rotation of the drive shaft of the motor 30.
　図７Ａに示すように、回転ロック機構３２は、モータギア３３の真下に設けられている。回転ロック機構３２を構成する前記固定歯（図示せず）が、モータギア３３に向かって進退したり、あるいは、定位置で回転したりすることにより、前述のモータギア３３との間の噛合状態と噛合解除状態との切り替えが行われる。 As shown in FIG. 7A, the rotation lock mechanism 32 is provided directly below the motor gear 33. When the fixed tooth (not shown) constituting the rotation lock mechanism 32 moves forward and backward toward the motor gear 33 or rotates at a fixed position, the meshing state and the meshing state with the motor gear 33 are engaged. Switching to the release state is performed.
　図７Ｂは、ラックケースＣ上部の蓋と、モータ３０及びモータ減速機３１を取り外し、その状態を上面から見た一部切断平面図である。図中の中央にモータギア３３が設けられ、その両側にそれぞれ同期ギア５６、ピニオンギア５５が順に設けられている。二つのピニオンギア５５は、それぞれ第一のラックバー５３と第二のラックバー５４のラックの歯５３ａ，５４ａに噛み合っている（図６Ａ、図６Ｂ参照）。モータギア３３が回転すると、二つのピニオンギア５５が等速で回転し、ピニオンギア５５に嵌合している第一のラックバー５３と第二のラックバー５４が等速で等距離だけ互いに反対方向へ移動する。 FIG. 7B is a partially cut plan view in which the lid on the rack case C, the motor 30 and the motor speed reducer 31 are removed, and the state is viewed from the top. A motor gear 33 is provided in the center of the figure, and a synchronization gear 56 and a pinion gear 55 are provided in order on both sides thereof. The two pinion gears 55 mesh with the rack teeth 53a and 54a of the first rack bar 53 and the second rack bar 54, respectively (see FIGS. 6A and 6B). When the motor gear 33 rotates, the two pinion gears 55 rotate at the same speed, and the first rack bar 53 and the second rack bar 54 fitted to the pinion gear 55 are at the same speed and in the opposite directions by the same distance. Move to.
　ここで、第一のラックバー５３と第二のラックバー５４は、それぞれ伸縮自在の保護カバー２３で覆われているので、ラックの歯５３ａ，５４ａや潤滑用のグリース等の付着部分が外部へ露出しないようになっている。 Here, since the first rack bar 53 and the second rack bar 54 are each covered with a stretchable protective cover 23, the rack teeth 53a, 54a and the adhering portions such as lubricating grease are exposed to the outside. It is not exposed.
　図６Ａは、第一のラックバー５３と第二のラックバー５４の先端がそれぞれ最も後退した状態を示す。この状態は、左右車輪ｗの向きが車両１の前後方向と平行な状態である。図６Ｂは、第一のラックバー５３と第二のラックバー５４の先端がそれぞれ突出した状態を示す。 FIG. 6A shows a state in which the tips of the first rack bar 53 and the second rack bar 54 are retracted most. This state is a state in which the directions of the left and right wheels w are parallel to the front-rear direction of the vehicle 1. FIG. 6B shows a state in which the tips of the first rack bar 53 and the second rack bar 54 protrude.
　以下、これらの各構成からなるステアリング装置１０，２０を、車両１に装着した場合のいくつかの移動モードについて説明する。 Hereinafter, several movement modes when the steering devices 10 and 20 having these configurations are mounted on the vehicle 1 will be described.
（通常走行モード）
　図２に示す直進状態の車輪ｗ位置で、運転者がステアリング２の操作を行うと、図３に示すように、前輪の左右車輪ｗが、右方向へ又は左方向へと転舵される。図３は、右方向に転舵した場合を示す。図２および図３に示す通常走行モードでは、後輪専用のステアリング装置２０において、後輪の左右車輪ｗ（ＲＬ，ＲＲ）を、車両１の車体の前後方向に平行に保持するように設定して、モータギア３３の回転は回転ロック機構３２（図７Ａ～図７Ｃ参照）によりロックされているので、前輪専用のステアリング装置１０によって通常走行、すなわち、通常の車両と同等の走行が可能である。 (Normal driving mode)
When the driver operates the steering 2 at the straight wheel w position shown in FIG. 2, the left and right wheels w of the front wheels are steered rightward or leftward as shown in FIG. FIG. 3 shows a case where the vehicle is steered in the right direction. In the normal travel mode shown in FIGS. 2 and 3, the rear wheel left and right wheels w (RL, RR) are set so as to be held parallel to the front-rear direction of the vehicle body of the vehicle 1 in the steering device 20 dedicated to the rear wheels. Since the rotation of the motor gear 33 is locked by the rotation lock mechanism 32 (see FIGS. 7A to 7C), normal traveling, that is, traveling equivalent to that of a normal vehicle is possible by the steering device 10 dedicated to the front wheels.
　すなわち、通常走行モードでは、運転者のステアリング２の操作により、前輪専用のステアリング装置１０を通じて、直進、右折、左折、その他、各場面に応じた必要な転舵が可能である。 In other words, in the normal travel mode, the driver can operate the steering 2 to go straight, right turn, left turn, and other necessary turning according to each scene through the steering device 10 dedicated to the front wheels.
（その場旋回モード）
　その場旋回モードを図４に示す。回転ロック機構３２（図７Ａ～図７Ｃ参照）によるロックを解除することで、第一のラックバー５３と第二のラックバー５４は別々に動作可能となる。このとき、モータ３０の駆動力によってモータギア３３が回転すると、第一のラックバー５３と第二のラックバー５４はそれぞれその先端が突出する方向へ、互いに相反する方向へ等距離だけ移動する。後輪の左右車輪ｗの中央軸が、車両１の前後方向に向く前輪の左右車輪ｗの中心軸と、車両１の幅方向中心軸とが交わる点に向くまで、第一のラックバー５３と第二のラックバー５４を移動させたのち、回転ロック機構３２によりモータギア３３の回転を固定する。この状態で、後輪の左右車輪ｗに備えられたインホイールモータＭの駆動力によって、車両１は、前輪の左右車輪ｗの中心軸と車両１の幅方向中心軸が交わる点を旋回中心として、その場旋回が可能となる。 (Spot turn mode)
The spot turn mode is shown in FIG. By releasing the lock by the rotation lock mechanism 32 (see FIGS. 7A to 7C), the first rack bar 53 and the second rack bar 54 can be operated separately. At this time, when the motor gear 33 is rotated by the driving force of the motor 30, the first rack bar 53 and the second rack bar 54 are moved by an equal distance in directions opposite to each other in a direction in which their tips protrude. The first rack bar 53 until the central axis of the left and right wheels w of the rear wheels is directed to the point where the central axis of the left and right wheels w of the front wheel facing the front and rear direction of the vehicle 1 intersects the central axis of the width direction of the vehicle 1. After the second rack bar 54 is moved, the rotation of the motor gear 33 is fixed by the rotation lock mechanism 32. In this state, by the driving force of the in-wheel motor M provided on the left and right wheels w of the rear wheels, the vehicle 1 has a turning center at a point where the center axis of the left and right wheels w of the front wheel and the center axis in the width direction of the vehicle 1 intersect. , Turn on the spot is possible.
　図では、前後輪の左右車輪ｗにそれぞれインホイールモータＭを装備しているが、後輪の左右車輪ｗのみでも駆動する。その場旋回モードにおいては、少なくとも後輪の左右車輪ｗどちらか１つにインホイールモータＭが装備され作動されれば、その場旋回が可能である。 In the figure, the left and right wheels w of the front and rear wheels are equipped with in-wheel motors M, respectively, but only the left and right wheels w of the rear wheels are driven. In the in-situ turning mode, in-situ turning is possible if at least one of the left and right wheels w of the rear wheel is equipped with an in-wheel motor M and is operated.
（坂道でのパーキングモード）
　坂道でのパーキングモードの例を図５に示す。図５の転舵状態は、その場旋回モードと同様に、回転ロック機構３２（図７Ａ～図７Ｃ参照）によるロックを解除し、モータ３０の駆動力によってモータギア３３を回転させて、第一のラックバー５３と第二のラックバー５４のそれぞれの先端を最大位置まで突出させて、後輪の左右車輪ｗの中央軸を、車両１の前後方向から９０°以上向けたのち、回転ロック機構３２によりモータギア３３の回転を固定している。この状態では、車両１は走行できないので、例えば、坂道でのパーキング時にこの設定とすることができる。 (Parking mode on slope)
An example of a parking mode on a slope is shown in FIG. In the steered state of FIG. 5, as in the in-situ turning mode, the lock by the rotation lock mechanism 32 (see FIGS. 7A to 7C) is released, the motor gear 33 is rotated by the driving force of the motor 30, and the first The front end of each of the rack bar 53 and the second rack bar 54 is projected to the maximum position, and the central axis of the left and right wheels w of the rear wheels is turned 90 ° or more from the front-rear direction of the vehicle 1. Thus, the rotation of the motor gear 33 is fixed. In this state, the vehicle 1 cannot travel, so this setting can be made, for example, when parking on a slope.
　さらに他の機能として、例えば、車両１を制御する電子制御ユニット（ＥＣＵ）が、車両１が高速走行中であることを認識した時は、そのＥＣＵの出力に基づき、後輪の左右車輪ｗを、平行状態よりも前方側がわずかに閉じた状態（トーイン状態）に設定することができるようにした構成も考えられる。この機能を付加すれば、安定した高速走行が可能となる。このトー調整は、ＥＣＵによる車速や車軸にかかる荷重等の走行状態の判断に基づき自動的に行われるようにしてもよいし、運転者の操作による入力信号に基づいて行われるようにしてもよい。 As another function, for example, when an electronic control unit (ECU) that controls the vehicle 1 recognizes that the vehicle 1 is traveling at a high speed, the left and right wheels w of the rear wheels are determined based on the output of the ECU. A configuration is also conceivable in which the front side can be set slightly closed (toe-in state) relative to the parallel state. If this function is added, stable high-speed traveling becomes possible. This toe adjustment may be automatically performed based on a determination of a traveling state such as a vehicle speed and a load applied to the axle by the ECU, or may be performed based on an input signal by a driver's operation. .
　上記に記載した種々の運転モードは例であり、それ以外にも、これらの機構を用いた様々な制御が可能となる。 The various operation modes described above are examples, and various other controls using these mechanisms are possible.
　上記の実施形態では、ピニオンギア５５は、第一のラックバー５３と第二のラックバー５４の対向するラックの歯５３ａ，５４ａ間に直接噛み合っている構成を説明したが、ピニオンギア５５は、第一のラックバー５３と第二のラックバー５４の対向するラックの歯５３ａ，５４ａ間に間接的に噛み合っている態様も考えられる。例えば、ピニオンギア５５は、第一のラックバー５３のラックの歯５３ａや、第二のラックバー５４のラックの歯５４ａに対して、別のギアを介して間接的に噛み合っていてもよい。このとき、ピニオンギア５５が複数設けられている場合は、その各ピニオンギア５５の回転により、モータ３０からの駆動力によって、第一のラックバー５３と第二のラックバー５４とが、互いに反対方向に等速で等距離だけ互いに移動することが望ましい。 In the above embodiment, the pinion gear 55 has been described as being directly meshed between the teeth 53a, 54a of the opposing racks of the first rack bar 53 and the second rack bar 54. A mode in which the first rack bar 53 and the second rack bar 54 are indirectly meshed with each other between the teeth 53a and 54a of the facing racks is also conceivable. For example, the pinion gear 55 may indirectly mesh with the rack teeth 53a of the first rack bar 53 and the rack teeth 54a of the second rack bar 54 via another gear. At this time, when a plurality of pinion gears 55 are provided, the first rack bar 53 and the second rack bar 54 are opposite to each other by the driving force from the motor 30 due to the rotation of each pinion gear 55. It is desirable to move relative to each other at equal speed in the direction.
１　車両
２　ステアリング
３　ステアリングシャフト（操作軸）
１０　前輪専用のステアリング装置
１１，２１　接続用部材
１２，２２　タイロッド
２０　後輪専用のステアリング装置
３０　モータ
３１　モータ減速機
３２　回転ロック機構
３３　モータギア
５３　第一のラックバー
５４　第二のラックバー
５５　ピニオンギア
５６　同期ギア
ｗ　車輪 1 Vehicle 2 Steering 3 Steering shaft (operating shaft)
DESCRIPTION OF SYMBOLS 10 Front wheel exclusive steering apparatus 11, 21 Connecting member 12, 22 Tie rod 20 Rear wheel exclusive steering apparatus 30 Motor 31 Motor speed reducer 32 Rotation lock mechanism 33 Motor gear 53 First rack bar 54 Second rack bar 55 Pinion gear 56 Synchronous gear w Wheel

Claims (7)

  1. 　車両の後輪の左右車輪に接続される後輪専用ステアリング装置であって、前記後輪の左右車輪を転舵するタイロッドと、前記後輪の左右車輪のタイロッド間に、それぞれ接続される対のラックバーと、前記対のラックバーの両方に噛合う少なくとも１つのピニオンギアと、前記ピニオンギアを回転駆動させるモータとを備え、
    　前記モータの駆動力により、前記対のラックバーをそれぞれラックの歯の並列方向に沿って反対方向へ等距離移動させることにより前記後輪の左右車輪を互いに相反する方向へ転舵するステアリング装置。     A rear-wheel dedicated steering device connected to the left and right wheels of the rear wheel of the vehicle, and a pair of tie rods connected between the tie rods for turning the left and right wheels of the rear wheel and the tie rods of the left and right wheels of the rear wheel, respectively. A rack bar, at least one pinion gear that meshes with both of the pair of rack bars, and a motor that rotationally drives the pinion gear,
    A steering device that steers the left and right wheels of the rear wheels in directions opposite to each other by moving the pair of rack bars by equal distances in opposite directions along the parallel direction of the rack teeth by the driving force of the motor.
  2. 　前記ピニオンギアは前記対のラックバーの対向するラックの歯間に配置され、同歯数の前記ピニオンギアが複数個配置される請求項１に記載のステアリング装置。 The steering device according to claim 1, wherein the pinion gear is disposed between teeth of the racks facing each other of the pair of rack bars, and a plurality of the pinion gears having the same number of teeth are disposed.
  3. 　前記複数個のピニオンギアは、前記モータからの駆動力によって、常に同方向に同角度回転することを特徴とする請求項２に記載のステアリング装置。 The steering device according to claim 2, wherein the plurality of pinion gears always rotate in the same direction and at the same angle by the driving force from the motor.
  4. 　前記複数個のピニオンギアから選択される２つのピニオンギアの中央に、前記モータの駆動力が入力されるモータギアを配置し、前記モータギアから前記複数個のピニオンギアに駆動力が伝達される請求項２又は３に記載のステアリング装置。 The motor gear to which the driving force of the motor is input is disposed at the center of two pinion gears selected from the plurality of pinion gears, and the driving force is transmitted from the motor gear to the plurality of pinion gears. The steering device according to 2 or 3.
  5. 　前記モータギアの歯数は、前記複数個のピニオンギアの歯数よりも少なく設定される請求項４に記載のステアリング装置。 The steering device according to claim 4, wherein the number of teeth of the motor gear is set smaller than the number of teeth of the plurality of pinion gears.
  6. 　前記モータギアの回転をロック、及び、そのロックを解除する回転ロック機構を備えた請求項４又は５に記載のステアリング装置。 The steering apparatus according to claim 4 or 5, further comprising a rotation lock mechanism that locks the rotation of the motor gear and releases the lock.
  7. 　請求項１から６のいずれか一つに記載のステアリング装置を、後輪の左右車輪に接続した車両。 A vehicle in which the steering device according to any one of claims 1 to 6 is connected to left and right rear wheels.
PCT/JP2016/051975 2015-01-29 2016-01-25 Steering device and vehicle equipped with same WO2016121677A1 (en)

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CN106639443A (en) * 2016-09-12 2017-05-10 南通大学 Omni-directional-driving steering automated guided vehicle (AGV)

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