WO2016121677A1 - Dispositif de direction et véhicule doté dudit dispositif - Google Patents

Dispositif de direction et véhicule doté dudit dispositif 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
Prior art date
Application number
PCT/JP2016/051975
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English (en)
Japanese (ja)
Inventor
裕也 山口
大場　浩量
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
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2016121677A1 publication Critical patent/WO2016121677A1/fr

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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

La présente invention concerne un dispositif de direction (20) destiné aux roues arrière et connecté aux roues arrière gauche et droite (w) d'un véhicule, ledit dispositif de direction destiné aux roues arrière comportant des biellettes de direction (22) pour faire tourner les roues gauche et droite (w) ; une paire de barres de crémaillère (53, 54) respectivement connectées aux biellettes de direction (22) ; au moins un pignon (55) qui vient en prise avec chacune des deux barres de crémaillère ( (53, 54) ; et un moteur (30) pour entraîner le pignon (55) en rotation, les deux barres de crémaillère (53, 54) étant déplacées d'une manière équidistante dans un sens opposé dans la direction d'alignement des dents (53a, 54a) des crémaillères respectives au moyen de la force d'entraînement du moteur (30), de sorte que les roues arrière gauche et droite (w) tournent dans des directions opposées l'une à l'autre.
PCT/JP2016/051975 2015-01-29 2016-01-25 Dispositif de direction et véhicule doté dudit dispositif WO2016121677A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015015471A JP2016137874A (ja) 2015-01-29 2015-01-29 ステアリング装置及びそれを備えた車両
JP2015-015471 2015-01-29

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WO2016121677A1 true WO2016121677A1 (fr) 2016-08-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106639443A (zh) * 2016-09-12 2017-05-10 南通大学 一种全方位驱动转向的agv小车

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113895509B (zh) * 2021-12-10 2022-03-25 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) 可切换转向模式的转向器总成和转向系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60226358A (ja) * 1984-04-06 1985-11-11 ロカリーツオテ・オユ 車両用ステアリング機構
JPS63301185A (ja) * 1987-05-30 1988-12-08 Mazda Motor Corp 車両の後輪操舵装置
JPH0991818A (ja) * 1995-09-28 1997-04-04 Matsushita Electric Ind Co Ltd ディスク再生装置
JP2000130533A (ja) * 1998-10-30 2000-05-12 Sony Corp スライド機構及びそれを備えた撮像装置
WO2010140237A1 (fr) * 2009-06-03 2010-12-09 トヨタ自動車株式会社 Dispositif de direction de véhicule et dispositif de réglage pour le dispositif de direction de véhicule

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60226358A (ja) * 1984-04-06 1985-11-11 ロカリーツオテ・オユ 車両用ステアリング機構
JPS63301185A (ja) * 1987-05-30 1988-12-08 Mazda Motor Corp 車両の後輪操舵装置
JPH0991818A (ja) * 1995-09-28 1997-04-04 Matsushita Electric Ind Co Ltd ディスク再生装置
JP2000130533A (ja) * 1998-10-30 2000-05-12 Sony Corp スライド機構及びそれを備えた撮像装置
WO2010140237A1 (fr) * 2009-06-03 2010-12-09 トヨタ自動車株式会社 Dispositif de direction de véhicule et dispositif de réglage pour le dispositif de direction de véhicule

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106639443A (zh) * 2016-09-12 2017-05-10 南通大学 一种全方位驱动转向的agv小车
CN106639443B (zh) * 2016-09-12 2019-02-22 南通大学 一种全方位驱动转向的agv小车

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